table of contents
vol 17 ISSUE 9 • September • 2014
Cover IMAGE: Airlines in India are going through a period of transition and hopefully should witness an upward trend in the coming years.
looking upwards: There is no disputing the fact that India’s aviation sector has enormous potential for growth, but presently the airline industry is in a major crisis.
Cover image by: SP’s Design
SP’S EXCLUSIVEs 6 Modernisation
BUSINESS AVIATION 28 Safety
show report 31 LABACE 2014
– IAF for 200 light bullet-proof vehicles –M oD approves Chinook & Apache purchase – I AF scouts Jaguar DARIN II/III full mission simulators RDO scouts long-range sensors for –D aerostats
OEM 9 First Interview
Dr Vivek Lall, CEO, General Atomics
Military 10 Bilateral Relations
Beginning of an Era
13 Relief Operations
Responding to Disaster
16 Indian Air Force
A Season of Hope
Civil Regional Aviation
24 Connecting Japan 26 Fasten Your Seat Belt & Relax
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Safety Management Systems (SMS)
Latin America Holds Promise
regular Departments 4 A Word from Editor-in-Chief 5
NewsWithViews
page 19
Lead Story Airline conundrum Presently, airlines in India are going through turbulent times, making one wonder how new airlines are daring to enter this business when there is bloodshed around.
T ender for Light Utility Helicopters Scrapped
34 Hall of Fame Bessica Raiche (1875–1932) 35 Focus India
Applied for
37 NewsDigest
NEXT ISSUE
40 LastWord
NBAA + IAF Special
Dealing with Misdemeanour
ISSUE 9 • 2014
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table of contents 10
Beginning of an Era
Publisher And Editor-in-Chief Jayant Baranwal senior Editor Air Marshal B.K. Pandey (Retd) Assistant Group editor R. Chandrakanth Senior Technical Group Editor Lt General Naresh Chand (Retd) Contributors India Group Captain A.K. Sachdev (Retd) Group Captain Joseph Noronha (Retd) Europe Alan Peaford USA & Canada LeRoy Cook Chairman & Managing Director Jayant Baranwal
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A Season of Hope
Planning & Business Development Executive Vice President: Rohit Goel ADMIN & COORDINATION Bharti Sharma design Holistic Directions: Jayant Baranwal Creative Director: Anoop Kamath Designers: Vimlesh Kumar Yadav, Sonu Singh Bisht Research Assistant: Graphics Survi Massey DIRECTOR: SALES & MARKETING Neetu Dhulia SALES & MARKETING General Manager Sales: Rajeev Chugh
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Latin America Holds Promise
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ISSUE 9 • 2014
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A word from editor-in-chief
T
The month of September has indeed been calamitous for the state of Jammu and Kashmir during which it has been devastated by floods the scale of which, as per the Chief Minister Omar Abdullah, has not been witnessed in the last 100 years. However, this natural disaster has once again provided the opportunity for putting to test the capability of swift response and the state of preparedness of the Indian Air Force (IAF). It is a matter of pride for the nation that once again the transport and helicopter fleets of the IAF have performed credibly in meeting with the challenges of disaster management, saving precious lives and ameliorating the sufferings of thousands. Both the new inductions in the fixed-wing transport fleet, i.e. the Boeing C-17 Globemaster III and the Lockheed Martin C-130J Super Hercules aircraft as also the recently acquired Mi-17V5 helicopters have considerably enhanced the capability of the IAF to meet with the challenges of disaster management. Salutations to the Indian armed forces for their bravey and dedication to the nation! With the Modi-led NDA Government in power at the Centre, there is fresh hope that the plans to modernise the IAF will now move forward. The case for procurement of light utility helicopters from a foreign vendor that had run into a dead end on account of serious allegations of wrongdoing has finally been laid to rest. This will definitely be a setback for the original equipment manufacturer (OEM) that was declared as the vendor of choice as well as the armed forces who will continue to be afflicted by deficiency in the helicopter fleet so urgently required to support troops deployed in forward locations. However, the silver lining is that this decision has come as a windfall for the indigenous aerospace industry both in the public and private sector, who should benefit immensely with new business of `40,000 crore in a single contract for more than 400 light utility helicopters. Besides, the NDA Government ought to be given due credit for clearing a number of other long-pending contracts such as for the 22 Apache attack helicopters and for 15 Chinook heavy-lift helicopters, both for the IAF as well as for 16 multirole helicopters for the Indian Navy. With a few other smaller contracts included in the list, the total value of deals cleared by the new government is to the tune of `20,000 crore. Clearance
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Clearance of long-pending deals within 100 days of the new government coming to power does signal the possibility of speedy finalisation of the contract for the Rafale medium multirole combat aircraft
of the long-pending deals within 100 days of the new government coming to power does signal the possibility of speedy finalisation of the contract for the Rafale medium multi-role combat aircraft. On the civil aviation front, R. Chandrakanth analyses the state of the airline industry in India that is passing through turbulent times. With the exception possibly of one carrier, all others are accumulating humongous losses. However, despite the difficulties, Air Costa and AirAsia India have dared to jump into the fray in the recent past and Tata-SIA venture Vistara is to take off next month. Also, there are a number of applicants waiting in the wings to launch regional airlines. Despite the turmoil in the industry, optimism continues to prevail! Chandrakanth also reports on the 11th edition of the Latin American Business Aviation Convention and Exhibition (LABACE) 2014 held in the second week of August at São Paulo, Brazil. It was evident from the show that the airframe manufacturers the world over are going ahead with their programmes in the hope that the market around the world would pick up. All these and more apart from the regular features. We would be delighted to receive any feedback about this issue!
Jayant Baranwal Publisher & Editor-in-Chief
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News
with views NEWS: Tender for Light Utility Helicopters Scrapped The Indian Ministry of Defence (MoD) has scrapped a scam-tainted tender worth over `6,000 crore to procure 197 light utility helicopters (LUHs) for the Indian Army and the Indian Air Force (IAF) to replace the vintage fleet of Cheetah and Chetak helicopters that are used to support forces deployed in high altitude locations such as on the Siachen Glacier. The MoD has decided
that instead of procuring helicopters from foreign sources, the Indian industry would be given the opportunity to produce around 400 such machines to meet with the requirements of the armed forces. This decision of the government is expected to generate business worth over `40,000 crore for the indigenous industry in the defence sector.
Photograph: Anoop Kamath / Sp guide pubns
VIEWS: The case for the procurement of 197 LUHs that was urgently required by the Indian Army to replace the obsolescent fleet of Cheetah and Chetak that were acquired in the 1970s, was initiated by the Army Headquarters in 2001 and the tender was floated in 2004. In December 2007, after prolonged and intensive effort during which all the competing helicopters were put through elaborate and gruelling trials in different weather conditions and operating environment, the Eurocopter AS550 Fennec was selected as the preferred platform. Eurocopter, now renamed as Airbus Helicopters, was the world’s largest maker of civil and military helicopters. However, the Indian Army was somewhat shocked to learn that on the day the $550 million contract was to be signed with the original equipment manufacturer (OEM), the tender was cancelled rather abruptly. The decision to scrap the tender was taken by the MoD apparently on account of allegations of irregularities in the process of selection as well as the involvement of middlemen which was not permitted under the Defence Procurement Procedure. Reports also appeared in the media indicating that one of the contenders, a foreign vendor apparently with political influence, had complained of lack of fairness in the selection process. Whatever the case, six years of effort by Army Headquarters in processing the case as also the time, effort and resources expended by the OEMs involved, proved to be in vain! The tender was floated for the second time in July 2008 and the estimated cost for 197 helicopters had been revised upwards to $750 million. By this time the total requirement of helicopters in this class that included that of the IAF, had gone up to 384. However, the number to be procured from a foreign vendor was retained at 197 (133 for the Indian Army and 64 for the IAF) and the Indian aerospace major Hindustan Aeronautics Ltd (HAL) was tasked to indigenously develop a platform of equivalent payload (three tonnes) capability and performance. Tentatively, the number indicated to HAL for the new machine was pegged at 187. In the second round of tendering, there was only machine, the Russian Kamov Ka 226T competing against the Eurocopter AS550 C3 Fennec. Once again the MoD ordered investigations into allegations of wrongdoing in the processing of the tender. Based on the results of the investigation the sec-
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ond tender for the 197 LUHs was also cancelled. In the meantime, HAL had already begun working on the project and did manage to display a mock-up of the LUH during Aero India International Airshow at Yelahanka near Bengaluru in the year 2009. The first flight by the prototype was expected in 2013 and the production was scheduled to commence in 2015 initially delivering ten machines in year increasing in due course to 36 annually. However, as is usual with the Indian aerospace industry in the public sector, there has been some slippage in the project and the maiden flight is now rescheduled for 2015 followed by initial operational clearance (IOC) in 2017. As things stand, the programme is expected to be completed not earlier than by the middle of the next decade. Currently, the first ground test vehicle is being readied for factory tests. The single-engine helicopter being developed by HAL would be powered by the Shakti 1U engine supplied by Turbomeca of France. A derivative of the Shakti 1H1 engine that powers the latest version of the HAL-produced Dhruv advanced light helicopter. The French engine for the LUH selected through a tendering process will have full authority digital engine control (FADEC) with a control system software which will be specifically developed by Turbomeca for matching its single engine application on the LUH. The LUH will feature a highly agile rotor system and composite rotor blades for low maintenance. Critical aspects like the rotor system, transmission, engine and glass cockpit are of state-of-the-art design. These attributes will see the fleet in service through to 2050 at the very least. The sordid episode related to the tender for 197 LUHs for the Indian Army and the IAF is symbolic of the paralysis in decision-making that the previous government was afflicted with. The strong inclination at the drop of a hat to order investigation into allegations, cancellation of contracts and blacklisting of companies, have in recent times played havoc with the operational preparedness of the Indian armed forces. Hopefully, the new government will have its priorities right in addressing the imperatives of national security. SP —By Air Marshal B.K. Pandey (Retd)
ISSUE 9 • 2014
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SP’S EXCLUSIVEs modernisation
IAF for 200 light bullet-proof vehicles By SP’s Special Correspondent
The Indian Air Force (IAF) is looking to procure 160-200 light bullet-proof vehicles for movement and operations of small independent teams. The vehicle needs to sport a turbocharged diesel engine with a life of not less than 1,00,000 km and be capable of operating at high altitudes with maximum ground clearance. The IAF has stipulated that the vehicle needs to have bullet-proof side glasses on each side, one each above the firing port, bullet-proof rear glasses located above the rear firing
port, bullet-proof glass window on the driver’s door and a bulletproof windscreen. The vehicle needs to also have roof-mounted 360-degree traversing gunner’s hatch/turret of suitable diameter with foldable perimeter protection with suitable detachable mounts to house and effectively fire weapons like INSAS or light machine guns. The IAF needs the vehicles for deployment around sensitive establishments and bases, as well as for use by Garuda commando units, including at high altitude areas. SP
MoD approves Chinook & Apache purchase By SP’s Special Correspondent
Photograph: US Army
The Defence Acquisition Council (DAC) has approved the purchase of 22 Boeing AH-64D Apache Block III and 15 CH-47F Chinook helicopters for the Indian Air Force after the meet, chaired by Defence Minister Arun Jaitley, provided offsets clearance to the Apache deal. The two deals will be sent to the Cabinet Committee on Security before contract signature with Boeing and the US Government. The Apache deal is to be split contract between Boeing for the helicopters and the US Air Force for the Longbow radar and fire control system that will arm 12 of the 22 helicopters being purchased. The Chinook deal will be a contract with Boeing. The United States is understood to be pushing for the deal ahead of Prime Minister Narendra Modi’s visit to Washington D.C. and New York City in September. While it is not clear when precisely the deals will be signed, the approval comes as huge relief for the IAF and for Boeing. The twin chopper deals come as windfall for the aerospace major after the P-8I for the Indian Navy and C-17 Globemaster III for the Indian Air Force. SP
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SP’S EXCLUSIVEs modernisation
IAF scouts Jaguar DARIN II/III full mission simulators By SP’s Special Correspondent
The Indian Air Force (IAF) is looking to procure 1-3 Jaguar DARIN-III ‘Fixed Base Full Mission’ and 1-3 Jaguar DARINII ‘Fixed Base Full Mission’ simulators. The simulators would be used to impart realistic training to aircrew flying the Jaguar DARIN III/DARIN II aircraft. The IAF has stipulated that the simulators need to enable realistic pilot conversion training for phases of flight under normal and degraded modes in all flying conditions, including adverse weather. Basic flying encompassing all normal aircraft operations and procedures from checks before start up to flying a full mission profile and up to switch-off will be practised on the intended simulators, including emergency procedures and various failure modes. The simulators need to
have the capability for insertion of multiple and various types of friendly and enemy aircraft in a tactical situation and intuitively project them on the tactical display, Radar, and Radar Warning Receiver as desired by the instructor. Capability for simulation of ground targets like class A & B vehicles, surface-to-air missile (SAM) sites, ships, command posts, etc, and the capability to network with other similar simulators. The IAF has also mentioned that given the Hindustan Aeronautics Limited (HAL) is the lead integrator of the DARIN-II and DARIN-III avionics upgrades, vendors other than HAL would need to enter into an agreement with HAL to obtaining technical details of the standard operating procedures of DARIN-II and DARIN-III upgrade aircraft. SP
DRDO scouts long-range sensors for aerostats
Photographs: IAF, DRDO
By SP’s Special Correspondent The Defence Research and Development Organisation (DRDO) is scouting a long-range electro-optic (LREO) payload for day and night reconnaissance, surveillance and targeting at long ranges to be mounted on an indigenous aerostat platform, Akashdeep and its variants. The payload employed needs to include daylight CCD/CMOS camera with continuous zoom, narrow field of view spotter, MWIR/LWIR thermal imager, eye safe laser range finder and stabilised turret that performs sight line steering with precised stabilisation. According to DRDO, the LREO should enable ground-based operators to steer the payload line of sight in azimuth and elevation axes to detect and recognise targets at required ranges during day and night, and should include a video tracker, which will enable automatic target tracking during day and night target acquisition. The DRDO is building a family
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of aerostats for border surveillance. Akashdeep is a medium-size aerostat system indigenously designed and developed by the Aerial Delivery Research and Development Establishment (ADRDE) in Agra. It was tested for the first time from the IIT Kanpur airstrip in October 2012. SP
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OEM
first interview
Dr Vivek Lall, CEO, General Atomics Dr Vivek Lall has taken over as the Chief Executive of General Atomics headquartered in San Diego and will be overseeing the global operations of the company. An enterprising aerospace and defence expert, Dr Lall has held various key appointments in the past. Of late he headed Boeing India operations and later took over as President & CEO of Reliance New Ventures. He is affiliated with the United Nations in New York to advise on broadband and cyber security issues. Dr Lall spoke to SP’s Aviation on September 3 in his first official interview indicating the plans and strengths of General Atomics. SP’s Aviation (SP’s): Congratulations on taking over as CEO of one of the world’s most technology driven companies headquartered in US. Can you indicate on your foreseeable roles within the company and for the company? Vivek Lall: Many thanks, Jayant. As Chief Executive globally responsible for commercial strategic development it becomes imperative for me that the cutting-edge technologies developed by the world’s leading scientists and engineers are of benefit to US and international governments and customers. SP’s: General Atomics is renowned for its contribution towards nuclear sector. Can you elaborate on this? Its initial charter was focused towards peaceful missions of atomic energy. Can you take us to the journey from that point to the current vastly expanded capabilities? Vivek Lall: General Atomics (GA) had an initial charter to explore peaceful uses of atomic energy. Leading scientists came to GA, forming the nucleus of the human resources. GA carries out the largest and most successful nuclear fusion programme in private industry. The company has been the primary developer of modular helium-cooled nuclear power reactor systems,
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and its TRIGA® research reactors have operated around the world for over 50 years. General Atomics is committed to developing innovative energy solutions to meet global needs. We are focused on the fundamental theoretical research needed for sustainable, alternative technologies that are safe and economical through improved performance. And with over 50 years of experience, General Atomics plays an important role in nuclear research and scientific discovery. SP’s: What are the core strengths of the company as of today? Vivek Lall: In addition to what has been mentioned, GA develops electromagnetic aircraft launch and recovery systems for the US Navy, as well as electromagnetic railgun launchers, pulsed power systems, and projectiles. General Atomics Aeronautical Systems is a world leader in proven, reliable unmanned aircraft systems (UAS) and tactical reconnaissance radars, as well as advanced high-resolution surveillance systems. GA produces a variety of high technology products from high-energy capacitors and nuclear/radiation monitoring systems, to deicing products and diagnostic enzymes. SP’s: How would you view, as the CEO of General Atomics, India as part of your global expansion and global marketing strategy? Vivek Lall: India is increasingly becoming the epicenter of great innovation and it is critical that we help contribute to its growth and technological prowess. SP’s: How do you find the policy initiatives by the new government in India? Vivek Lall: It is very encouraging that the new government is working actively to create an enabling environment for catalysing true technology growth and innovation. One element of that enabling environment is FDI policy. I am very optimistic about the future prospects. SP
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Military
BiLateral Relations
dawn of a new era: Prime Minister Narendra Modi and the Prime Minister of Japan Shinzo Abe at the Joint Press Remarks at Akasaka Palace in Tokyo, Japan
Beginning of an era India will be setting a new template for defence cooperation with Japan, which other strategic partners of Japan would also like to emulate
Photograph: PIB
By Ranjeet Kumar
A
After the summit meeting on September 1, 2014 between Prime Minister Shinzo Abe and Prime Minister Narendra Modi, India and Japan will witness an enhanced and new era of cooperation between the two countries in defence and security arena, for which the way has been cleared by the Japanese decision to lift the ban on six Indian defence entities including the Hindustan Aeronautics Ltd and the decision to accelerate the talks on US-2 amphibious plane transfer to Indian Navy. In fact India will be setting a new template for defence cooperation with Japan, which other strategic partners of Japan would also like to emulate. Both countries decided to upgrade and strengthen their defence cooperation and directed the officials of the two governments to launch consultations to promote military equipment cooperation and speed up discussions on modalities for the supply and transfer of technology of the US-2 amphibious
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plane. A joint statement said, “Both sides directed the Joint Working Group to accelerate progress in the discussions and preparations for a road map for the development of the Indian aircraft industry through US-2 amphibian aircraft cooperation including the transfer of the aircraft and its technology to India.” If the US-2 deal materialises India will perhaps be first country since World War II to acquire a military system from Japan. To facilitate this Prime Minister Abe had only a few months ago decided to dismantle the ban on weapons exports that has dissuaded his country from entering into world arms market in spite of possessing most advanced and competitive defence technology. The US-2 (ShinMaywa industries) amphibious aircraft deal will be worth $1.65 billion, which includes off-theshelf purchase and technology transfer for license manufacture in India. According to sources India is negotiating for at least 15 planes for direct sale at the cost of $110 million each.
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Photograph: ShinMaywa
Military BiLateral Relations in the Asia-Pacific region and on long-term strategic and The US-2 plane, likely to be based at the Andaman Nicobar global issues. Islands, can fly for 4,500 km which will give a reach up to South East Asian coastal areas and can be employed in support mis- • Bilateral cooperation within multilateral frameworks in Asia, in particular the East Asia Summit, ASEAN Regional sions. This will step up the profile of Indian Navy across the Forum and ReCAAP processes. Indian Ocean which will help in countering rival China. The US-2 will prove to be a symbolic launching of defence • Defence dialogue and cooperation within the framework of the Joint Statement signed in May 2006 between the two cooperation between the two countries. To enable deeper coopDefence and Foreign Ministries. eration the two sides signed a Memorandum of Cooperation and Exchanges in the Field of Defence during Prime Minister Modi’s • Cooperation between coast guards. These dialogues continued on a regular basis and the latfive-day visit. “We intend to give a new thrust and direction to our defence cooperation, including collaboration in defence tech- est decision to upgrade the defence cooperation is a result of nology and equipment, given our shared interest in peace and the Modi-Abe summit which will see a new era of cooperation stability and maritime security. We have also decided to expand in defence sector between the two Asian giants. Prime Minisour cooperation in advanced technology, science and technology, ter Modi told the Japanese businessmen to take advantage of people-to-people exchanges, educational exchanges, etc,” Modi India’s liberalised FDI regime in the defence sector. The cooperation and joint programme between the armed said at the joint press briefing with his Japanese counterpart. forces of two countries will also become The Tokyo Declaration said,“The two a regular feature. As the two countries Prime Ministers expressed hope that this decided to include Japan in the bilateral would usher in a new era of cooperation India US Malabar maritime exercises on in defence equipment and technology. regular annual basis, the two Prime MinThey recognised the enormous future “We intend to give a new isters also welcomed the dialogue between potential for transfer and collaborative thrust and direction to the Director General of Indian Coast Guard projects in defence equipment and techand the Commandant of Japan Coast Guard nology between the two countries,”. our defence cooperation, and the joint exercise between Indian and The foundation for defence and secuincluding collaboration Japanese Coast Guards conducted off the rity cooperation was laid in 2006 when the in defence technology coast of Kochi in January 2014. Both sides then Defence Minister Pranab Mukherjee expressed their desire to further promote had visited Japan and issued a joint stateand equipment, given our bilateral and multilateral cooperation on ment with Fukushiro Nukaga, Japan’s shared interest in peace maritime issues and decided to hold the Minister of State for Defence, who emphanext bilateral dialogue in Tokyo and joint sised on “deepening the dialogue and and stability and maritime exercise off the coast of Haneda between cooperation” in security and defence fields security. We have also Indian and Japanese Coast Guards in Octoand a deep interest in tackling regional decided to expand our ber 2014. and global security challenges. In 2001, the Though the Japanese were in the bilateral Comprehensive Security Dialogue cooperation in advanced forefront of imposing sanctions on India was initiated. The two countries further technology, science after India conducted nuclear tests in May institutionalised the bilateral security coop1998, the role of Indian Navy in Novemeration by issuing the Joint Declaration on and technology, peopleber 1999 when they rescued the Japanese Security Cooperation between Japan and to-people exchanges, Alexandra Rainbow ship from the sea India in October 2008 and commenceeducational exchanges, pirates impressed the Japanese decisionment of 2+2 bilateral dialogue involving makers so much that they decided to take the defence and foreign ministries. Under etc,” Modi said at the a U-turn and initiated the talks with India this the following elements were included. joint press briefing with in defence and security arena. These talks • Information exchange and policy have now matured to the level of the Tokyo coordination on regional affairs his Japanese counterpart. Declaration which expresses the resolve to strengthen defence and security cooperation. Perhaps the ongoing spat with China over Senkaku (Diayou) islands in East China Sea has encouraged amphibian aircraft: Japan to find a new partner in Asia in defence arena to bolster its shinmaywa’s US-2 maritime security. The resolve to enter into a defence and security cooperation with India will allow the Japanese defence giants like Mitusbishi Heavy Industries Limited and Kawasaki Heavy Industries Limited to enter in a big way in Indian defence sector, These companies already supply important components to US and British aviation and armament companies. Since India is a leading market for defence hardware, the Japanese government would not like to be absent from the Indian market, which offers huge scope of over $100 billion in the next decade. India needs cutting-edge technology in defence electronics and the Japanese electronics companies are well suited to meet the needs of the country’s armed forces. Japan seems to have shed its post-war inhibitions and is ready to work with India as a reliable partner in defence sector. SP
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Military
Relief Operations
swift in response: Garud commando onboard consoling one of the rescued persons during flood in Srinagar
RESPONDING TO DISASTER True to its reputation, the IAF has once again risen to the occasion to respond effectively to the unforeseen disaster that struck the state of Jammu and Kashmir
Photographs: IAF
By Air Marshal B.K. Pandey (Retd)
I
In conformity with its reputation that is characterised by the capability to provide swift response, in the first week of September this year, the Indian Air Force (IAF) once again sprang into action to undertake relief and rescue operations as the state of Jammu and Kashmir (J&K) was devastated by what has been described as a natural calamity of unprecedented magnitude. Regarded as the worst since the year 1959, the floods that have been ravaging the state of J&K in the recent past, have claimed
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the lives of several hundred hapless victims and left thousands homeless. What has compounded the problem for the National Disaster Response Force (NDRF) teams deployed to conduct relief and rescue operations is the widespread destruction of infrastructure by way of rail, roads and bridges across the state. With the communication links severed, countless have been left stranded in areas that are not accessible by land route compounding the problems for the government and the allied agen-
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Military Relief Operations cies involved in their efforts at providing succour to the affected populace of the state. Endowed with unparalleled reach and the unique and unmatched capability of providing swift response that is warranted in a crisis, the IAF has had an impressive record of always being in the forefront of disaster management. The service has given an admirable account of itself having undertaken a number of relief operations during the last ten years. In December 2004 when a tsunami hit the Andaman and Nicobar Islands, it was a Dornier Do-228 aircraft of the IAF based at Carnicobar Island that transmitted a ‘MAYDAY, the very first distress message received on the Indian mainland reporting that Carnicobar Island was hit by a severe earthquake and that the island was being swamped by tidal waves generated in its wake. The pilot of the Dornier aircraft requested immediate rescue and relief which the IAF did provide in substantial measure in the days following the tsunami. As speed was of essence in order to save precious lives and to mitigate further effects of the disaster, a massive airlift operation was launched from the mainland. The aircraft involved were heavy lift IL-76, medium-lift An-32, Avro HS-748 and Dornier Do-228 aircraft. In addition, helicopters of the IAF that were pressed into service included the MI-17, MI-8, Chetak and Cheetah. In September 2009, unprecedented rains in north Karnataka inundated and cut off several districts including Bijapur, Bagalkot and Bellary. The adjoining districts of the state of Andhra Pradesh were also similarly affected. Once again the IAF responded immediately deploying its fixed-wing aircraft and helicopters based in the two Southern States of India for dropping of food supplies as well as airlifting the sick and the injured to safety. Two years later, reequipped with a fleet of the versatile C-130J Super Hercules four-engine military transport aircraft from Lockheed Martin Corporation of the United States, the IAF responded with alacrity and far better airlift capability when on a Sunday in September 2011, a major earthquake of a magnitude of 6.9 on the Richter Scale struck the State of Sikkim bordering Nepal. Quick to respond, the IAF immediately deployed four of its newest acquisition, the Super Hercules and within hours, airlifted personnel of NDRF along with the required heavy their light and heavy equipment as well as the required material from Delhi to Bagdogra, an IAF airfield located close to Sikkim, for relief and rescue operations. The fleet of the C-130J Super Hercules aircraft continued to support the disaster relief operations thereafter for several days. In mid-June 2013, in the wake of unprecedented heavy rain that continued for several days, the northern state of Uttarakhand was devastated by massive landslides and destruction of communication links. Villages were cut off and thousands of pilgrims stranded. The IAF responded to this formidable challenge with characteristic speed, resolve and fortitude. It committed three of its C-130Js Super Hercules aircraft in support of the disaster relief operations dubbed as “Operation Rahat”. These aircraft delivered thousands of tonnes of relief material/ supplies, provided 30,000 litres of fuel at the advanced landing grounds for helicopters operating in forward areas and airlifted sick and injured personnel in large numbers. The C130-J landed at Dharasu, a landing strip near Uttarkashi only 4,500 feet long. The operation demonstrated the flexibility and versatility of the Super Hercules aircraft in crisis situations. Within 48 hours of the commencement of operations, the IAF inducted 45 helicopters of eight different types, operating from eight different locations. Soon after, in the second week of October the same year, Cyclone Phailin hit the coast of Odisha. Once again, the IAF pressed into service the C-130J Super Hercules to support relief operations. In mid-November 2013, Philippines was hit by the
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IAF helicopters carrying out rescue, relief & evacuation of people marooned during the flood fury in Jammu and Kashmir
largest storm to make landfall in recorded history, the Super Typhoon Haiyan causing widespread destruction of homes, livelihood and infrastructure. An IAF C-130J Super Hercules delivered 15 tonnes of relief supplies in Tacloban City consisting of hygiene chemicals, drinking water, tents, blankets, tarpaulins, water purification equipment, ready-made meals and powder milk. Swift response to disaster is virtually a trait ingrained the character of the IAF.
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Military Relief Operations link between Pathankot and Jammu has been cut off on account of severe damage to a bridge on River Tawi. Districts in South Kashmir are the worst hit by the catastrophe with many areas still isolated from the headquarters. Out of the over 3,000 villages affected by the floods, 400 odd have been totally cut off and some even completely inundated by flood waters. Nearly half the city of Srinagar has been submerged under flood waters. The toll in terms of life and property is difficult to assess with any degree of accuracy at this stage. Thousands have been stranded and peering into the sky for virtually divine intervention by way of the IAF helicopters to come to their rescue. The nature’s fury unleashed on the state did not spare even the holy cave shrine of Mata Vaishno Devi resulting in suspension of the Yatra. Despite the continuing inclement weather, the IAF aircraft were pressed into service almost immediately after the disaster struck. A disaster monitoring cell was established at Headquarters Western Air Command at New Delhi to coordinate operations by different types of aircraft launched from the several and widely dispersed airbases in the country. Meanwhile Air Headquarters alerted all its bases to be prepared to respond if and when called upon to assist in the disaster relief operations. The highest priority defined for the IAF was to save lives. From its fleet of transport aircraft, the IAF has deployed for disaster relief operations, a dozen An-32, four IL-76, five C-130J Super Hercules and two C-17 Globemaster III, the latest addition to its inventory. These aircraft have been operating from Bhatinda, Chandigarh, Srinagar, Jammu, Awantipur Agra, Hindon and Delhi to support rescue and relief operations, airlifting teams of NDRF personnel along with hundreds of tonnes of equipment and relief material. Alongside, the helicopters of the IAF have been operating from Srinagar, Awantipur, Udhampur, Jammu, Pathankot and Sarsawa. While food including ready-to-eat meals, drinking water, medical supplies, blankets and tents have been airlifted to those stranded with their homes destroyed, thousands have been flown out to safety by both the fixed-wing transport aircraft and helicopters. Hundreds have so far been winched up by helicopters hovering over isolated rooftops and brought to safety. Commandos from the recently created Special Force of the IAF, Garud, have been lowered by helicopters to dismantle roofs of buildings to evacuate persons trapped in the higher floors. In all the IAF has deployed more than 60 fixed and rotary wing aircraft in this endeavour. At the time of writing i.e. as on September 9, 2014, a total of 370 sorties have been undertaken by the fixed and rotary wing aircraft of the IAF in which nearly 500 tonnes of relief materials have been airdropped. With the help of communication equipment and personnel from the IAF, BSNL is making efforts to restore its mobile services through satellite network at the earliest.
(Top) NDRF team rescues stranded civilians in the flood-affected part of Srinagar; (Middle) Garud commandos carrying out winching operation during flood in Jammu and Kashmir; (above) IAF personnel helps an aged flood victim getting onboard a C-17 Globemaster at Srinagar
Disaster in J&K The IAF is now confronted with its most recent challenge in disaster management. Since the beginning of September this year, the situation in J&K has been highly challenging for the agencies deployed to cope with the calamity resulting from heavy and incessant rains leading to massive flooding of the state that has adversely affected over a million people. The road and rail
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The Final Word True to its reputation, the IAF has once again risen to the occasion to respond effectively to the unforeseen disaster that struck the state of J&K on a scale large enough for it to be called a national calamity. The IAF has upheld its commitment to be in the service of the nation not only during war against an external threat; but also to come to the aid of its citizens whenever their security is threatened in any manner during peacetime as well. Unfortunately, however, as the saying goes, “Both God and Doctor are forgotten once the misery is over”. Hopefully, the inhabitants of J&K and more importantly, the political establishment there, will not let this happen in the case of not only the IAF but of the Indian armed forces in general who have rendered selfless and yeomen service during the calamity. SP
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MILITARY
Indian air Force
A SEASON OF HOPE
more to come: Lockheed Martin will commence deliveries in 2017 against the order for additional six C-130J-30
The growing inadequacies in the offensive and defensive assets of the IAF may undermine its capability to effectively shoulder its responsibilities
Photograph: IAF
By Joseph Noronha
W
With the government in New Delhi completing a hundred days in office, hopes that the manifold problems facing the country can be speedily resolved have slightly dimmed. Realisation is dawning that despite the best intentions, complex issues such as the economy, will take time to address. Quick-fix solutions might end up creating even more serious complications. But security is another matter. This, after all, is a region where three nuclear-armed neighbours rub shoulders and where hostilities run deep. India’s armed forces desperately need decisions on various acquisition and modernisation proposals, some of them hanging fire for several years. Of the three services, the Indian Air Force (IAF) is perhaps the worst hit. It will be in the forefront of any future military operations; but growing inadequacies in its offensive and defensive assets may undermine its capability to effectively shoulder its responsibilities. The IAF knows it must strictly prioritise its demands due to the fragile state of the economy. Even so, its much-delayed re-equipment plan will take tens of thousands of crores of rupees to implement.
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Fast Depleting Force In February 2014, the IAF informed the Parliamentary Standing Committee on Defence that it would be difficult for it to handle a “collusive threat from Pakistan and China” – a contingency it is supposed to be prepared for. As is well known, the current strength of IAF combat squadrons is just 34 against the presently authorised 39.5 slated to increase to 42 by 2022. The situation is likely to deteriorate further as obsolescent types are withdrawn from service and the number of operational squadrons might well plunge to 26 at some point. The root cause of this alarming prospect, as recognised by the Standing Committee, is poor planning by the Ministry of Defence, and the glacial pace of the medium multi-role combat aircraft (MMRCA) deal. Over the next few years, the IAF can count on about 49 Dassault Mirage 2000 multi-role fighters, 60 Mikoyan/RAC MiG-29 interceptors and approximately 120 Jaguar deep strike aircraft, built under licence by the Hindustan Aeronautics Limited (HAL). All these are either being upgraded or planned for upgrade. It has inducted the bulk of 272 Sukhoi/HAL Su-30MKI
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MILITARY Indian Air Force
Photographs: Dassault Aviation, Airbus Military, Sp Guide Pubns, US Army
progressing gradually: (clockwise - from top left) rafale by dassault; airbus’ a330 mrtt; AEW&C system being developed by DRDO on the Embraer ERJ 145 platform; apache of boeing
air dominance fighters, which will be the major component of the force for many years to come. Although the IAF has about 80 MiG-27ML ground attack aircraft, they will be withdrawn from service by 2020, while 150 vintage MiG-21s, that are due to retire by 2017, will somehow be kept going till 2022. This huge number of 230 aircraft slated for drawdown over the next eight years can be only partly replaced by HAL Tejas Mk1 and Mk2 light combat aircraft (LCA), if made available in a respectable time frame. Thus, the stated goal of 42 combat squadrons by 2022 seems as elusive as ever. The country’s northern border is most at risk because China is rapidly developing its overall military capability including a large fleet of fifth-generation combat aircraft. That is why the Rafale MMRCA deal, estimated to cost $25 billion over the next decade, is top of the IAF’s priority list. MMRCA Misgivings Taking advantage of the unconscionably delayed deal, some analysts advocate scrapping the Rafale in favour of a “better”
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or “more economical” aircraft like the Eurofighter Typhoon or the Saab JAS 39 Gripen or even the Tejas. However, it may be recalled that the Rafale was selected from amongst six leading fighter jets following a stringent and unprecedented evaluation lasting over four years. Any decision now in favour of another aircraft would be purely arbitrary. The Tejas is woefully inadequate to fulfil the MMRCA’s role, since it has less than half the range and armament load of the Rafale. Although its first flight was in January 2001 it still hasn’t received final operational clearance (FOC). Given the Tejas Mk1’s track record of delays, more interruptions can be expected during the development of the enhanced Mk2. The IAF has already committed to ordering two squadrons of Tejas Mk1 and four squadrons of Tejas Mk2. Of the 126 Rafales required, the first 18 are only expected 36 to 48 months after the contract is signed. The remaining 108, to be manufactured by HAL on transfer of technology terms, will take up to 11 years. Meanwhile, since the MMRCA will equip the IAF for about 40 years, each passing year only brings it closer to obsolescence.
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MILITARY Indian Air Force Why is this vital deal held up? Since January 2012 when the Rafale was declared the winner, based on its performance and lowest commercial bid, negotiations with Dassault have been tortuously slow. Apart from haggling over costs, which have sharply escalated, the main sticking point apparently was HAL’s insistence on keeping a major part of the production work share for itself. Dassault was understandably hesitant to agree since HAL isn’t famous for meeting production timelines. The latest information emerging from the corridors of power is that negotiations “are progressing well” and a draft contract is ready. It is hoped that the contract will be signed by the end of the year. Apart from the Rafale, hopes for the IAF’s long-term future rest squarely on the Sukhoi/HAL fifth-generation fighter aircraft (FGFA) or perspective multi-role fighter (PMF), of which it plans to order 144 aircraft. The $30 billion programme to develop and produce the PMF, earlier designated PAK-FA, is expected to be India’s most expensive ever. The aircraft is intended to match the US stealth fighter, the F-22 Raptor. However, earlier this year, some IAF officers reportedly found the prototype wanting in many respects – especially its stealth features and the allimportant fire-control radar. Besides, the programme has been plagued by delay. Urgent decisions need to be taken on the pace and direction of this project lest the IAF be saddled with a dud. Lifting Spirits The modernisation of the IAF’s air transport and helicopter fleets presents a brighter scene. The IAF’s ten Boeing C-17 Globemaster III strategic transport aircraft will be delivered by December. The IAF hopes that the government will order another six and this decision assumes considerable urgency since Boeing has already announced its intention to cease C-17 production by mid-2015. Further, Lockheed Martin will commence deliveries in 2017 against the order for six C-130J-30 special operations aircraft to add to the existing inventory of five. The IAF’s An-32 medium tactical transport aircraft upgrade project is making good progress. That leaves only the ageing twin-turboprop Hawker Siddeley/HAL HS 748M Avro light transport. The government recently re-issued an RFP for 56 aircraft worth an estimated $2 billion to replace the venerable Avros. A contract is expected to be awarded by 2015-16, the main contenders being the Airbus C-295 and Alenia Aermacchi C-27J tactical transports. As for helicopters, 80 Mil Mi-17V5s have already arrived, adding to the existing 110 Mi-8/17s. The IAF is close to acquiring 22 cutting-edge Boeing AH-64E Apache attack helicopters and 15 Boeing CH-47F Chinook heavy-lift helicopters at an estimated cost of $2.5 billion, following approval by the Defence Acquisition Council (DAC) at the end of August. Hopefully, both contracts will be signed this year. However, a proposal by the Indian Army dating back to 2003 to acquire 197 reconnaissance and surveillance helicopters (64 of these for the IAF) has finally been cancelled. A new tender will be issued with the aim of keeping the competition largely indigenous under the “Buy and Make (Indian)” category. The process needs to be expedited, as both the Army and the IAF continue to suffer operationally. Training Trauma In the IAF’s training fleet there’s a sense of déjà vu. It took 20 years of toil with the government to induct the Hawk Mk132 Advanced Jet Trainer (AJT). Similarly, although the HAL-built HPT-32 basic trainer had to be prematurely grounded in July 2009, the replacement Pilatus PC-7 MkII began to arrive only in February 2013. The latest issue is the rapidly ageing fleet of HJT16 Kiran MkI and MkII jets, which the IAF uses for intermediate
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jet training. Its planned replacement, HAL’s HJT-36 Sitara, was initially slated to enter service by 2007. However, the Sitara has faced a number of serious problems related to controllability and power plant over the years. The project has also been plagued by a number of accidents. It is understood that the Sitara would have to be redesigned which makes the time frame of its availability completely uncertain. Since the IAF’s need to replace the Kiran fleet is urgent, the only available option is to buy a suitable aircraft off-the-shelf from the global market. The IAF has already issued a global RFI, seeking inputs on jet trainers for intermediate stage training of fighter pilots as well as for counterinsurgency operations. This needs to be expeditiously pursued to its logical conclusion without succumbing to pressure by HAL. Force Multiplication The IAF currently has only three AWACS – Ilyushin IL-76 jets equipped with Israel Aerospace Industries’ (IAI) Phalcon radar and mission control systems and redesignated A-50EI. A case for procurement of another two is at an advanced stage and they should be received by 2016. A Defence Research and Development Organisation (DRDO) programme to develop a basic airborne early warning and control (AEW&C) system aircraft, on the Embraer ERJ 145 platform, is already three years behind schedule. The IAF is also backing the indigenous development of another more capable AWACS. An RFP has been issued for an aircraft that can support an antenna dome of about 10 m diameter. This indicates the possibility of a large, long-endurance platform like the Airbus A330 or Boeing B-767. The programme was launched late last year and needs to be closely monitored to avoid delays. Flight refuelling aircraft (FRA) are also vital, considering the growing area of responsibility of the IAF as it transforms into a strategic force. The IAF currently has six Ilyushin IL-78 FRAs. Last year, Airbus Military was selected to supply six A330 multirole tanker transport (MRTT) to the IAF following a lengthy and thorough selection process. Contract negotiations are in progress, expected to culminate soon in a deal for six aircraft. Value of the contract is expected to be around $1.5 billion. The first aircraft should fly in about three years from the date the contract is concluded. Spearheading National Power The credibility of the nation’s military might rests heavily on the IAF because air power will be the spearhead of any future conflict. China’s growing military prowess leaves room neither for complacency nor for any delay in decision making. Pakistan too seems happy to keep the regional pot on the boil. The IAF needs to have 42 combat-ready squadrons for all contingencies. Yet the pace of its modernisation is less than satisfying. The new government has promised to meet all the needs of the armed forces and ensure defence preparedness. However, if decisions are not taken soon, the season of hope could fast turn to a season of despair. At the end of August, Minister of Defence Arun Jaitley set a one-year deadline for the launch of the Indian Navy’s first Scorpene submarine. Similar deadlines need to be set for crucial IAF modernisation projects, so as to spur laid back officialdom. It is a good sign that Prime Minister Narendra Modi has reportedly agreed to meet the three service Chiefs every month. This will help the country’s top leadership sense the angst in the armed forces over slow-motion re-equipment that impersonal military memos cannot adequately convey. Swift decisions and speedy implementation, especially on the MMRCA contract, are the need of the hour. They cannot be delayed much longer. SP
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Civil
market
AIRLINE CONUNDRUM Presently, airlines in India are going through turbulent times, making one wonder how new airlines are daring to enter this business when there is bloodshed around
Photograph: Sp guide pubns
By R. Chandrakanth
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ISSUE 9 • 2014
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I
Civil market
It is an airline conundrum. Four of the six commercial airlines presently operating in India are bleeding profusely, even while new airlines are venturing into this business. Something somewhere is right, something somewhere is wrong. There is no disputing the fact that India’s aviation sector has enormous potential for growth, but presently the airline industry is in a major crisis. Immense Opportunity It is projected that India would be the third largest aviation market by 2020. It is now among the top 10 globally with a size of around $16 billion. The numbers augur well. Passenger traffic increased from 73 million in 2006-07 to 159.3 million in 2012-13. Passenger capacity climbed 3.5 per cent in 2013, and load factor was 74.6 per cent, up 1.7 percentage points compared to 2012. Air freight touched 2.19 million tonnes, a compound annual growth rate of 10 per cent over 2012-13. However, the International Air Transport Association (IATA) noted that the demand environment was challenging in view of the weakening economy, inflation and slow down in manufacturing and resource industry. Considering the trends and the potential, India may well achieve the third largest aviation market status, but the question is what role will the home-grown airlines play in this endeavour? Presently, they are going through turbulent times, making one wonder how new airlines are daring to enter this business when there is bloodshed around. Cumulative Losses The cumulative losses of all airlines have been estimated at `49,000 crore with Air India accounting for a staggering `30,000 crore. And in the recent past, the industry has witnessed merger or closure of airlines such as Air Deccan, Kingfisher Airlines, Paramount Airways and Air Sahara. It has also witnessed the birth
of new airlines Air Costa, AirAsia India, and soon-to-be-launched Tata-Singapore Airlines. There are a number of new ventures approved but yet to takeoff. Indian carriers are expected to double their fleet size by 2020 to around 800 aircraft. LCCs Dominate Over the last decade, there has been a significant upward movement of the low-cost carriers (LCCs) in India. In 2013, LCCs accounted for almost 70 per cent of the domestic capacity, driving growth through low fares, regional routing and discounted offers. The potential for growth is a great story, but the airline industry is weighed down by adversity. The most important factor impinging on profitability has been the rising price of aviation turbine fuel (ATF) that is fuelled by both the escalating price of crude and devaluation of the rupee.On an average, fuel costs are around 60 per cent higher in India than in other countries and adding to that is the mosaic of state taxes, some as high as 35 per cent, making India one of the costliest places in the world to run a fleet of planes. It is not surprising that the balance sheet of majority of the airlines in India is in the red. Restructuring of Air India The national carrier Air India has been on life support for quite some years now. It has embarked upon a path of restructuring and it remains to be seen how it will emerge out of the deep morass it is in. It ended the financial year 2014 with operating loss of `2,123 crore, but reported EBIDTA (Earnings Before Interest Depreciation Taxes and Amortization) positive for the second consecutive fiscal at over `700 crore, a significant increase from `19 crore in the previous fiscal. The signs are encouraging. Air India has been assured of an equity infusion of over `30,000 crore by 2020, provided it achieves certain milestones. The Ministry of Civil Aviation in its 2012 audit found that 13 long-haul international routes accounted for about 80 per cent of losses during 2011-12. Hopefully, Air India’s entry into Star Alliance will prop up its overseas operations.
Passenger Traffic
Total passenger traffic stood at a 159.3 million during FY13. 160m
140m
120m
graphic: Anoop Kamath
100m
80m
FY13
FY12
FY11
FY10
FY09
FY08
FY07 Source: DGCA
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Civil market
FINANCIAL HEALTH OF AIRLINES Air India Particulars
Revenues Expenses Loss after tax
2013-14
2012-13
2011-12
19,661.78 25,050.60 5,388.82
18,213.79 23,703.95 5,490.16
15,901.79 23,461.53 7,559.74
Jet Airways Particulars
2013-14
2012-13
Revenues Expenses Loss after tax
19,035.84 21,773.10 4,129.76
17,403.17 21,350.40 4,955.00
SpiceJet Particulars
2013-14
2012-13
Revenues 6,437.05 Operating Expenses 6,008.19 Loss after tax 1,003.24 Figures above in crores of rupees
2011-12
15,173.08 11,314.10 1,236.00 Source: Jet Airways 2011-12
5,805.14 4,810.47 1910.70
4,019.11 3,707.90 605.80 Source: SpiceJet
FINANCIAL STATEMENTS AS PER CAPA Revenue 2012
Net Income 2012
Revenue 2013
Net Income 2013
GoAir
278 million
24 million
375-400 million
14-16 million
IndiGo
1.0 billion
23 million
1.5-1.6 billion
100-110 million
Note: Figures are in US $
Jet Airways in Distress Pre-2007, before it took over Sahara, fullservice carrier Jet Airways was known for on-time-performance and world-class service. However, in 2013-14, Jet Airways reported its highest-ever annual loss of `4,129 crore, forcing it to adopt tough measures to lower costs and achieve profitability with a three-year business plan. Jet Airways ranks second by market share and has not reported an annual profit since 2007. As part of the restructuring process, it has shut down JetLite, its lowcost arm, and is focused on its full-service operations. Etihad Airways has a taken a 24 per cent stake in Jet. “We as an airline confused customers with multiple brands. The main aim in the tie-up with Etihad Airways is to increase market share,” says Jet Airways Chairman Naresh Goyal. According to Kapil Kaul, CEO South Asia, Centre for Asia Pacific Aviation (CAPA) Jet Airways lost focus in the domestic market after 2005-06 as it concentrated largely on international services, to become another ‘Singapore Airlines’. “Jet Airways went in for 20 wide-body aircraft for international operations. Its expansion happened without an adequate capital base. The 2006 Air Sahara acquisition, which to me was a big mistake, blocked precious capital at a very crucial phase of Jet’s international programme.” In 2005, the airline’s profit was `392 crore while its debt was under `3,000 crore. In 2008 Jet’s consolidated loss was `654 crore and its debt had ballooned to `12,600 crore, compounded by a bad acquisition. IndiGo-Consistent Performance IndiGo, India’s largest airline by market share of 31.6 per cent, is a profitable carrier. For 2012-13, IndiGo reported a net profit of `787 crore. Delhi-based Rahul Bhatia’s InterGlobe Enterprises holds over 51 per cent stake in IndiGo while India-born US citizen Rakesh Gangwal’s Caelum Investment LCC holds 48 per cent stake. InterGlobe Enterprises, the company that owns
freight Traffic
Freight traffic is expected to touch 11.4 million tonnes by 2032.
2.5m tonnes
2.0m
1.5m
Graphic: Anoop Kamath
1.0m
0.5m FY13
FY12
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FY11
FY10
FY09
FY08
FY07
Source: DGCA
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Civil market
Tata SIA Airlines Limited’s vistara is likely to start operations in october 2014
B737-700 JETLITE
Photograph: Sp guide pubns
IndiGo, has revived plans to launch an initial public offering (IPO) to raise $400 million. Launched in 2006, IndiGo has captured the imagination of passengers through its operations, ontime-performance, connectivity and reasonable pricing. It is the fastest growing airline in India. It has a fleet of 79 aircraft with an order book of 186. SpiceJet Looking for Equity India’s second largest low-fare airline SpiceJet, owned by media baron Kalanithi Maran, is in advanced stage of negotiations with an overseas investor for a possible infusion of capital to help fund its expansion plans and pare debt. An equity infusion is critical for SpiceJet as losses continue to mount. SpiceJet posted a record net loss of `1,003.24 crore for the fiscal year ended March 2014. The loss widened five times from `191.07 crore a year ago, as a weak rupee and rising operating costs took their toll. SpiceJet recently said in a statement: “The year ended March 31, 2014 was perhaps the most challenging in Indian aviation history. The sharp depreciation of the Indian rupee during the quarter ended September 30, 2013, was unprecedented. Given the fact that over 75 per cent of any Indian airline’s cost is influenced by the dollar, the effects of the exchange rates on a broad spectrum of cost heads were crippling.” SpiceJet is working to achieve profitability by garnering a greater market share and reducing costs, a strategy that will help the airline in the future. SpiceJet has started filling up empty seats by offering heavy discounts, which have ensured that fixed costs like taxes and fuel charges are recovered, even if the airline doesn’t make any profit from those seats. GoAir—Slow and Steady Run by the Wadia Group, GoAir is a low-cost airline with a
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fleet of 19 aircraft, soon to go up to 20. It made a profit of just under `100 crore in the fiscal year 2014, as against a little
DEFUNCT Commercial AIRLINES IN THE PAST 25 YEARS Name
Year of Launch
Closure
Air Deccan
2004
2007 ‘Merged with Kingfisher R’
Air Mantra
2012
2013
Air Sahara
1991
2006 ‘Merged with Jet Airways’
Archana Airways
1991
1999
Damania Airways
1993
1997
East-West Airlines
1992
1995
Indus Airways
2006
2007
Kingfisher Airlines
2005
2012
Kingfisher Red
2007
2011
MDLR
2007
2009
Modiluft
1994
1996
NEPC Airlines
1993
1997
Paramount Airways
2005
2010
Vayudoot
1981
1997
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Civil market
Tata-SIA JV vistara is likely to start operations in october 2014
Group and investment firm Telestra Tradeplace. Announcing the new routes, Mittu Chandilya, CEO, AirAsia India, earTata’s and SIA’s legendary lier said, “Given the size of the population hospitality standards and in India, there is great potential to expand. Starting flights to Jaipur and Chandigarh service excellence will was a strategic decision since we wanted make Vistara a natural to accelerate our operations in the North, choice for passengers. considering the demand for our services.” As per Tony Fernandes, AirAsia India would take at least a year to break-even. “We are lot more bullish about the Indian market. There is no secret recipe to doing that. We are very much conscious about the costs and the discipline about Air Costa, so far, so good End 2013, Vijayawada-based LEPL Group forayed into regional keeping everything low. This is about volume. The secret weapon aviation with two Embraer aircraft and the regional airline is is to grow very quickly and become a mass-market company. If said to be doing well. Buoyed by its initial performance and we are doing one flight a day, our aim is to make 10 flights a expansion plans of pan-India connectivity, Air Costa signed a day. Second, infrastructure is there and if we can use it more, definitive agreement with Brazil’s Embraer for 50 E-Jet E2 we can offer less cost per passenger,” said Tony Fernandes. planes with purchase rights for additional 50 jets. The initial order is for 25 E190-E2s and 25 E195-E2s, which together are Vistara—Limitless Expanse estimated to be priced at about $2.94 billion. Vistara meaning ‘Limitless Expanse, is the name given to Tata Currently the fleet size is four (two E170s and two SIA Airlines Limited (TSAL), a joint venture between Tata Group E190s) which connect nine destinations such as Ahmedabad, and Singapore International Airlines. Vistara is expected to Bengaluru, Chennai, Hyderabad, Jaipur, Vijayawada, Coim- launch operations in October 2014 and promises to transform batore, Madurai and Visakhapatnam. the air traveller’s experience. Headquartered in Delhi, Vistara will take delivery of its first plane, an Airbus A320-200, in September and plans to increase its fleet to 20 aircraft, including AirAsia India, hoping to make waves India’s fourth budget carrier AirAsia India, commenced opera- A320neos, by the end of the fifth year of operation. tions on June 12 this year with its first flight from Bengaluru to Prasad Menon, Chairman, TSAL, said, “Vistara will redefine Goa. It is currently operating flights from Bengaluru to Kochi, the way we travel in India. I can confidently say that Tata’s and Chennai, Goa, Jaipur and Chandigarh. AirAsia India is a three- SIA’s legendary hospitality standards and service excellence will way venture between Malaysia-based AirAsia Berhad, Tata make Vistara a natural choice for passengers.” SP
Photograph: TATA
over `100 crore in the previous year. Staying nimble since its November 2005 launch, GoAir has focused on flexibility. To beat competition, GoAir increased aircraft utilisation, raising it to 13 hours a day while the industry average is 11 hours. Currently, GoAir has 24 per cent of flights on metro routes, 70 per cent on metro to non-metro and six per cent on non-metro routes. It is said to be in talks with foreign airlines for a possible equity stake sale to support future expansion.
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Civil
Regional Aviation
Connecting Japan JAL’s wholly-owned subsidiary J-Air is playing a significant role in JAL’s restructuring and the new E-Jets ordered are in line with its regional expansion plans
I
By R. Chandrakanth
In 2011, Japan Airlines (JAL) came out of bankruptcy. It made a strategic and significant decision of expanding its regional services, under its medium-term business plan from 2012-16. The strategic shift is towards domestic regional markets using ‘right size’ aircraft. The airlines understood that it had to make early expansion moves, both on international routes and domestic routes, if it had to survive, considering that Japan’s population growth has been on the negative side. In an analysis, the Centre for Asia Pacific Aviation (CAPA) has noted that JAL differentiates itself from the low cost carriers and is responding to technological innovations. It intends to stimulate new air travel in a country where the population is shrinking. It is reported that Japan’s population is expected to shrink one-fourth by 2060, declining
from 128 million to 95 million. To spur domestic travel, airlines have to rethink their strategies and JAL has taken the lead. J-Air Concentrating On Domestic Expansion JAL’s wholly-owned subsidiary J-Air is going to play a significant role in JAL’s restructuring. J-Air is a regional commuter airline with its headquarters at Osaka’s Itami Airport. The carrier is a wholly-owned subsidiary of Japan Airlines and an affiliate of the OneWorld Alliance. J-Air has a fleet of 24 aircraft, consisting of 15 Embraer 170s and nine Bombardier CRJ-200s. It operates scheduled passenger services to 21 destinations across Japan. J-Air currently operates 176 daily flights across its network of 21 cities that include Osaka-Itami, Sapporo, Sen-
Photograph: Embraer
E170, powered by GE CF34-8E engines, will be configured for 76 passengers, in a single class, and will be operated by J-AIR
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Civil Regional Aviation dai, Kagoshima, Miyazaki, and Fukuoka. To expand its regional operations, J-Air has embarked upon aircraft acquisition programme with a combination of Embraer jets and Mitsubishi Regional Jets (MRJs). New E-Jets Orders On August 28 this year, Embraer S.A. signed a firm order with Japan Airlines for a total of 15 E-Jets comprising the E170 and the E190 jets models, as well as for an additional 12 E-Jets family options. The value of the firm order is estimated at $677 million, based on 2014 list prices. The order will be included in Embraer’s 2014 third-quarter backlog. All aircraft will be operated by Japan Airlines’ wholly-owned subsidiary, J-Air, which has headquarters at Osaka’s Itami Airport. This order is added to the existing 15 E170s that the airline currently flies. New deliveries of E-Jets are scheduled from 2015. “We have been operating our E-Jets for five years and the aircraft have achieved an outstanding 99.7 per cent dispatch reliability. They are efficient and have displayed exceptional performance,” said Yoshiharu Ueki, Representative Director, President of Japan Airlines. “Having the combination of E170s and E190s in our fleet will give us greater flexibility, enabling us to match capacity with demand on routes within our existing and future networks. Our passengers have been impressed with the space and comfort on board our E170. They value the fact that there is no middle seat.” “This repeat order by Japan Airlines is an affirmation of the added value that E-Jets have brought to its operations over the years – it has enabled the airline to grow its domestic network in a sustainable way,” said Paulo Cesar Silva, President and CEO, Embraer Commercial Aviation. “The E-Jets have a proven global track record and we look forward to the operational debut of the E190s in Japan. It is a reaffirmation of the family concept to see the E190 complementing the E170 fleet also in Japan, enhancing J-Air’s operations, and delivering a seamless passenger experience across its network. The airline will also benefit from the high level of commonality between the two E-Jet types.” Around the same time, JAL signed a letter of intent with Mitsubishi Aircraft Corporation to buy 32 MRJs, as the nextgeneration regional jet for the JAL group. JAL plans to deploy the MRJs on domestic routes from 2021, operated by J-Air. Orders MRJs too Mitsubishi Aircraft has made steady progress on the development of the MRJ, Japan’s first passenger jet, which is scheduled first delivery in 2017. As a network carrier that also operates regional jets, the JAL aims to contribute to the birth of this passenger jet that Japan boasts to the world, by not just operating the MRJ, but also providing comprehensive support. Equipped with newly-developed geared turbofan engine, the MRJ will achieve significantly lower operating costs than current regional jets. JAL will operate the MRJ as the core aircraft on its regional routes, and remains committed to improving products and service quality from the passengers’ point of view and developing more convenient networks. The MRJ will support JAL explore a new era of air travel. Although Mitsubishi Aircraft Corporation has not provided any details of its new letter of intent with Japan Airlines, sources suggest that JAL is planning to order both the MRJ70 and MRJ90 versions of the Mitsubishi Regional Jet family. ATR yet to make an entry The European turboprop manufacturer ATR has obtained certification to start operations of the new ATR 72-600 in Japan.
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This certification, granted by the JCAB (Japanese Civil Aviation Bureau), marks the last step before the introduction of the first ATRs that will fly in the colours of a Japanese airline. Though Air Link was to take delivery of the first ATR 72-600, the operator since has filed for bankruptcy. As part of the certification process, Japanese authorities have approved the operation of the new equipment of the new ATR-600 avionics, such as the MPC (multi-purpose computer), as well as new autopilot, communication, navigation aid and flight management systems. Meanwhile, at Farnborough International Airshow 2014, Nordic Aviation Capital (NAC), the world’s largest regional aircraft leasing company, has signed a letter of intent with Japan’s Amakusa Airlines for a sole ATR 42-600. When the Kumamoto Prefecture-based regional airline accepts the aircraft in the fourth quarter of 2015, it will become the first ATR 42 operator in Japan. Established in 1998, Amakusa Airlines provides regular scheduled regional services connecting the Amakusa City off the coast of mainland Kyushuu in south-western Japan to large cities to such destinations as Kumamoto, Fukuoka and Osaka, offering up to 10 frequencies daily. “We are delighted to make this agreement with Nordic Aviation Capital and look forward to welcoming this brand new ATR 42-600,” commented Takashi Yoshimura, President of Amakusa Airlines. “The ATR 42-600 is a fine aircraft, combining excellent economics and versatile characteristics with superior cabin comfort which our passengers will love.” The aircraft will replace the airline’s existing 39-seat turboprop, enabling Amakusa Airlines to offer greater capacity thus playing an even larger role in developing tourism while most importantly better serving the local people. To date, there are almost 260 ATRs operating in the AsiaPacific region, operated by 50 companies in 23 countries. The ATR 72-600 is also the 70-seat aircraft which has most recently obtained certification from the major international certification authorities, the EASA in Europe and the American FAA. Domestic air travel is dominated by the JAL Group and the ANA Group, which each consist of several airlines and serve over 50 airports across the country. In addition, there are several smaller airline companies competing with JAL and ANA on the country’s most popular routes. JAL’s recovery path has been noticeable. In June 2014, the Senior Managing Executive Director and General Manager of Finance, Norikazu Saito, gave financial details as per which the ASK on domestic routes decreased by 4 per cent from a year ago, RPK increased by 2.2 per cent. As a result, the load factor improved by 3.8 points to 62.4 per cent. Unit price declined due to a larger percentage of group passengers and an increase in passengers using advance purchase discount fares. But on the whole, demand has been strong. He said: “In the first quarter, we enjoyed strong sales of the new Tokubin Discount 21 fares, which can be purchased 21 days prior to the boarding date. We also implemented measures such as extending the booking time line of travel products for group passengers from 10 days to 7 days before the day of departure. Furthermore, on May 28, we rolled out JAL SKY NEXT services, offering more legroom, on the Haneda-Fukuoka route, and this has been well received by the customers. Yield was a negative 4.9 per cent from the year before due to more passengers flying on advance purchase fares such as Sakitoku discount fares, and a larger proportion of group passengers in the customer mix. As a result, domestic passenger revenue declined by 2.8 per cent year-on-year to 105.7 billion yen.” What is significant is the airline is creating demand. SP
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regional aviation
FASTEN YOUR SEAT BELT & RELAX If we look at the global scenario for aviation safety, approximately 1,00,000 flights take to the sky and land without incident on a daily basis By R. Chandrakanth
Photographs: sofia flight training, Lufthansa flight training
The Modern Cockpit - A Digital World
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There is this interesting story in USA Today wherein a reader, Paula from North Carolina, is a little concerned about her travel on a regional jet and poses a question to John Cox, a retired airline captain with the US Airways and runs his own aviation safety consulting company, Safety Operating Systems. Paula’s question is simple: Are regional jets safe and how experienced are the pilots? John Cox reassures her stating that regional jets are safe. “The pilots and flight attendants have completed extensive training and demonstrated their ability to handle normal and abnormal situations.” He further comforts her by stating: “I ride on regional jets frequently and am not concerned about the safety of the flight. Additionally, I put my family on regional jets frequently. If I had any safety concerns, I would make other arrangements. That is the best example I can give you.” Another flier from Boston, Jeff, asks whether there is a difference in the level of safety in regional flights compared to mainline flights. Cox answers, “All airlines in the US are regulated to the same standard. The Federal Aviation Administration (FAA) requires uniform standards of safety and operational excellence in both main and regional airlines. Some airlines
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voluntarily exceed that standard, creating a safety difference. While there is much attention focused on the regional airline safety record, my experience is than the safety attitude and commitment is more important than the size of the airline.” These are just samples from the US that can be extrapolated to any part of the world where mainline as well as regional airlines fly. If we look at the global scenario for aviation, approximately 1,00,000 flights take to the sky and land without incident on a daily basis. In 2013, over three billion people flew and there were 210 fatalities. The International Air Transport Association (IATA) mentions: “Regrettably, we have surpassed that number already this year. But even so, getting on an aircraft is still among the safest activities that one can do.” Hiring and Training of Pilots In the wake of the Colgan Air accident near Buffalo in 2009, the US passed the Airline Safety Act to strengthen standards for hiring and training of pilots for regional carriers and to provide the same level of safety among mainline and regional carriers. According to Arnold Barnett, a Massachusetts Institute of Technology professor, who specialises in aviation safety statistics, the Continental
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Civil regional aviation crash and safety questions about regional carriers have blurred bers to implement a safety management sysan important distinction between jet and propeller aircraft. “His- tem (SMS), in putting into Eurocontrol’s Eurotorically, the safety record for piston and propjet aircraft has not pean Action Plan for the prevention of runway been as good as that for pure jets,” Barnett says. “US regional jet excursions and providing a confidential safety flights have a splendid safety record,” he goes on. “They have suf- forum where safety incidents can be discussed fered only one fatal crash in the past two decades.” According to in order to share lessons learned and produce best practice. The ERA Directorate works closely with the European AviaBarnett’s analysis, the risk of death on your next regional jet flight in the US is one in 30 million. In other words, you can travel every tion Safety Agency (EASA) and has several member representaday for the next 82,191 years before you will die on a regional tives on their safety groups such as the European Commercial jet. For comparison, your chance of dying on your next trip on a Aviation Safety Team (ECAST) and SAFA forums. The use of Personal Electronic Devices (PEDs) is now part of normal everyday major carrier, one of the big airlines, is one in 60 million. “Propjets, planes with propellers driven by turbojet engines, life, with most people owning a mobile phone, tablet computer, are a different story,” Barnett points out. “Your risk of death on laptop or an MP3 player. Working on the assumption that most your next propjet flight, he says, is one in five million. Yes, the airline passengers will, on an average, be carrying at least two risk is greater than a jet flight, but you can still fly every day for of the aforementioned devices. A flight with 200 passengers could be accompanied by over 400 PEDs. a very, very long time before you run into a problem.” Many airlines have found the introduction of the new guide“There is no difference between regional and major airlines when it comes to safety of passengers and crew, the No.1 prior- line seamless. The obvious benefit to the passengers following ity of all airlines,” Roger Cohen, President of the Regional Airline publication of the new guideline is the increased freedom to use Association (RAA), a trade group representing 30 airlines has said. their PEDs regardless of the phase of flight. However, the ben“Regional airlines and our 60,000 airline professionals are proud efit to the passengers has come at a cost to the airlines whereby of our performance serving 160 million passengers every year and a problem has been created in respect of safety including disespecially of our commitment to transport them safely.” “This is all tractions to passengers rather than listen to the safety-critical one industry,” Cohen insists. “One level of safety. And that’s some- pre-flight cabin announcements and whether passengers have actually switched the PED to airplane mode. Regular announcething the industry is committed to 24 x 7.” ments over the PA system could help alleviWith safety as its highest priority, RAA ate this problem. represents North American regional airThere is also the added danger of lithium lines and the manufacturers of products battery fires. The increase in electronically and services supporting the regional airline adjusted passenger seats has identified the industry, before the Congress, DOT, FAA There is no risk of a PED being dropped between the seat and other federal agencies. With more than difference between and the interior trim. If the PED is caught in 13,000 regional airline flights every day, regional and major the seats electronic mechanism any moveregional airlines operate more than 50 per ment of the seat could cause a lithium fire. At cent of the nation’s commercial schedule. airlines when it the IATA conference, concerns were raised The RAA and its member airlines are comes to safety of as to the correct procedure should such a launching a Strategic Safety Initiative to fire occur on the flight deck with an elecstudy and recommend actions responsive passengers and crew. tronic flight bag. Several airlines stated that to challenges facing the airline industry. their flight crew would tackle the problem This initiative has four elements—Review in situ whereas other airlines reported that Safety Procedures, Study Impact of Fatigue, Fatigue Awareness Management Programme and come up the procedure would be for the immediate removal (if possible) of the device from the cockpit into the main cabin area for the with recommendations. Currently, cockpit voice recordings can be reviewed only as cabin crew to deal with! There is continuous monitoring of safety, an accident investigation tool. Yet, an initiative permitting safety depending on the situation on ground and in the air. experts to conduct random audits to track trends and mine data, could provide valuable information before an accident occurs. IATA’s Six-Point Safety Strategy The FAA said it plans to: IATA has a six-point safety strategy that encompasses all sched• Write new regulations on how many hours pilots can work. uled airlines across the world. The strategy is a comprehensive Several efforts in recent decades have failed, but Babbitt approach to identify organisational, operational and emerging said, “We will get a new rule.” safety issues. The strategy focuses in six key areas: reduce opera• Pressure all airlines to adopt safety programmes that closely tional risk (runway safety, loss of control in flight, controlled flight monitor data from every flight. All the major carriers use into terrain, collisions and fatigue); enhance quality and complisuch programmes, but many regional carriers do not. ance; advocate improved aviation infrastructure (IATA safety • Improve the ability of airlines to research the flying records will continuously promote improved ATM infrastructure related of pilots before they are hired. Currently, airlines are only to phasing out NDB/VOR approaches, airport and air navigation required to look at a prospective pilot’s records at other car- harmonisation); support consistent implementation of safety riers for the past five years. management system (involving safety performance monitoring, analysis and dissemination of information and safety promotion and facilitation); support effective recruitment and training European Scenario Air transport is one of the safest modes of travel and the work (ATC next generation of aviation professionals, ground handling that European Regions Airline Association (ERA) does on safety agents etc) and Identify and address emerging safety issues. The last of the issues relates to management of unmanned aims to further it more. Safety issues are addressed by the ERA Air Safety Advisory Group and involves working on subjects such aerial vehicles, transportation of lithium batteries, signal interferas advocating a non-punitive reporting culture, assisting mem- ence (GNSS jamming and space weather) and laser attacks. SP
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BUSINESS AVIATION SAFETY
Illustration: Anoop Kamath
SAFETY MANAGEMENT SYSTEMS (SMS) 28
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BUSINESS AVIATION SAFETY
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The business case for safety management systems (SMS) is clear. Accidents make bad business sense, as insurance does not cover risks and economic viability requires public confidence. In the case of Indian nonscheduled operator companies, the repeated downgrade by the Directorate General of Civil Aviation (DGCA) on safety concerns has, not surprisingly, adversely impacted the charter business. Safety management is a prerequisite for any sustainable aviation business and few organisations can survive the economic consequences of a major accident. The direct cost of accidents entails repairing physical damage to equipment and property and cost of hospitalisation of people injured. The indirect costs of accidents are many including: • Loss of business and reputation • Loss of use of equipment • Loss of staff productivity • Cost of investigation and clean-up • Insurance deductibles • Legal action and damage claims, and • Fines and citations Here is a sample of accident costs relating to small aircraft operators: Benefits of SMS: A sampling of the savings of effective SMS implementation by aircraft operators are: • Air Transat initially saved $5 million per month, while Sky Service saved $5 million per year • In Jet Blue, the injuries in technical operations from 2009-10 dropped 83 per cent, company-wise, the average dropped by 14 per cent • Moncton Flight College (MFC) saved $25,000 annually. Insurance premium reduced 22 per cent, as determined by the insurance company. It is reported that effective implementation of SMS has been a critical factor in the business success of MFC, which further influenced a significant influence on the number and size of the training contracts signed – a good indicator for flight schools in India to implement SMS. • In the case of Con Air, successful implementation of SMS has meant the following: – Occupational health & safety costs reduced from +30 per cent to – 30 per cent of industry average. – Overall savings of $1,40,000 per year. – Insurance premiums have stayed constant rather than rising as with competition. SMS is the cornerstone of the IS-BAO. Its implementation by Indian GA/BA operators makes for eminent business sense! Experience also demonstrates that safety is a good business practice!
Safety management is a prerequisite for any sustainable aviation business and few organisations can survive the economic consequences of a major accident By Air Commodore A.M. Ganapathy (Retd)
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Safety Oversight, SSP & safety downgrade The International Civil Aviation Organisation (ICAO) document 9734 defines ‘safety oversight’ as a “function of states which ensure effective implementation of safety-related standards and recommended practices (SARPS) of ICAO. There are critical elements to safety oversight that requires development, relating to the following: • Primary Aviation Legislation, • Specific Operating Regulations, • Empowered Regulatory Authority, • Technical Guidance, • Licensing and Certification, • Continued Surveillance, • Resolution of Safety Issues The legislation for setting up of a CAA for India is long overdue and not likely to be an immediate priority. The lack of resources in the hands of the regulator can be expected to adversely impact the ability of the regulator to effect timely changes to meet the expectations of the GA/BA sector.
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A sample of accident costs Claim
Forced Landing (aircraft destroyed) Damage to propeller (contact with object on ground) Overhaul propeller or rotor and engine teardown/sudden stoppage inspection Hangar Rash (replacement of rudder or rotor blade) Flight cancellation per day
Insurable Portion of Claim Flight Training Fixed-wing Air Helicopter Operation Taxi Operation Air Taxi $1,50,000 $3,00,000 $9,00,000 $20,000
$30,000
$1,50,000
$5,000
$10,000
$35,000
$500-1,400
$3,000-5,000
$8,000-10,000
State Safety Programme (SSP): The SSP is an integrated set of regulations and activities aimed at improving safety. States are responsible for establishing a safety programme based on the following elements: • Safety Regulations, • Safety Oversight, • Accident/Incident Investigation, • Mandatory/Voluntary Reporting Systems, • Safety Data Analysis & Exchange, • Safety Assurance, and • Safety Promotion. Safety Downgrade: It would appear that the safety downgrade by the FAA points to deficiencies in the twin areas of oversight as well as the SSP. Effective Implementation of SMS: The DGCA had issued a CAR on SMS in July 2010. NSOP operators were to implement their SMS over a three-year period. However, it would appear that operators have not had much success in effectively implementing the SMS. Part of the problem appears to be a deficiency on the part of the regulator to provide suitable guidance to GA/ BA operators. The inability to effectively implement SMS has adverse business implications for GA/BA operators, especially those flying to international destinations. EASA’s new approach to the authorisation of third country operators will focus not only on validation of the air operator certificate (AOC) but would be subject to its confidence in the foreign (Indian) AOC. An increased activity/intervention by international regulatory authorities can be expected in future; this trend is driven by a multitude of factors with globalisation and third party liability issues playing a key part. Since the IS-BAO is well recognised internationally, the IS-BAO provides a good option for Indian GA/BA operators to adopt, from the point of view of protecting business interests, as well as reassurance to passengers and international regulatory authorities concerning the safety quality of the operator! The Conundrum Faced by GA Operators Failure to harmonise standards with internationally accepted best practices could be construed as contributing to safety deficiencies. GA/BA operators are therefore concerned that this gap should be bridged at the earliest, lest their operations are adversely affected, especially when traversing international air space. Post the safety downgrade, entry into certain air spaces may be denied to GA operators, unless proof of SMS implementation to an acceptable standard is endorsed by our regulator.
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Benefits of IS-BAO The ICAO standard states that GA operators of large aircraft (gross weight >12,500 lb/5,700 kg) and turbojet aircraft must establish and maintain an SMS appropriate to the size and complexity of the operation. ICAO recommends that GA SMS include: • A process to identify actual and potential safety hazards and assess the associated risks • A process to develop and implement remedial action necessary to maintain an acceptable level of safety • A provision for continuous monitoring and regular assessment of the appropriateness and effectiveness of safety management activities. The IS-BAO standard meets the requirements specified by ICAO. The IS-BAO provides the operator with a process to conduct internal evaluations and audits. These processes provide the means for continuous improvement. The IS-BAO programme is overseen by the IBAC (a not-for-profit organisation collocated with ICAO). The IBAC updates best practices on an annual basis and provides this info to operators implementing the IS-BAO. IS-BAO operators are thus assured of the validity of their practices year after year. Mapping of a Safety Strategy: The IS-BAO contains inputs from an industry analysis, wherein, safety strategy is constructed around the following major safety themes: • Safety culture, • Codes of practice (including SMS, training and human factors), • Adherence to industry standards, • Regulatory framework (rules and oversight), • Data collection and analysis, • Safety equipment and tools, • Air navigation and airport services, • Industry support services Operators embracing the IS-BAO would have a solid professional foundation based on the Business Aviation Safety Strategy conducted by IBAC and member associations with support from the FSF (Flight Safety Foundation). As mentioned earlier, SMS is the cornerstone for the IS-BAO, which provides a mechanism for companies to continuously improve safety, which is a requirement of ICAO SARPS. As can be seen, many of the issues already raised by the BAOA with regulatory authorities deals with the need to address the concerns / interests of the GA/BA industry, which for long has been ignored by the regulator. Some of the changes would require changes to existing aviation legislation, which means further delay and attendant frustration for the GA/BA fraternity. Adoption of the IS-BAO would automatically provide solutions to both stakeholders, namely, the GA/BA fraternity as well as the regulator (DGCA). Standardisation of Multiple Types The IS-BAO is applicable to both fixed-wing as well as rotary wing aircraft. A standard that is common to both aeroplanes and helicopters makes for ease of oversight by the regulator. Since the IBAC oversees the certification process, there is much advantage to the regulator in terms of savings in scarce resources (in trained personnel and finance). Procedure for IS-BAO Implementation & Certification NSOP and private operators interested in implementing the ISBAO may contact the BAOA for purchase of the IS-BAO manual and tool kits that assist in the implementation process. SP
The author is an SMS instructor and IS-BAO auditor based in Bengaluru. He is a Managing Partner of CBAS Pvt Ltd that conducts aviation safety audits and MITRE-based SMS training. The views expressed are those of the author.
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show report LABACE 2014 Milestone: Embraer Legacy 500 Certification
Photograph: Embraer
LATIN AMERICA HOLDS PROMISE The airframe manufacturers are going ahead with their programmes in the hope that the market around the world will pick up By R. Chandrakanth
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show report LABACE 2014 manufacturers are going ahead with their programmes in the hope that the market around the world will pick up.
beechcraft announced the beginning of proadvantage product support programmes to its global turboprop fleet
Photograph: Beechcraft
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The 11th edition of the Latin American Business Aviation Convention and Exhibition (LABACE) 2014 held from August 12 to 14 at Sao Paulo, Brazil, was a successful one, being the second largest business aviation event after EBACE. Though the industry has been a wee bit optimistic, there is lot of expectation that governments across the world will make policy level changes to facilitate healthier growth of the business aviation segment. In Brazil itself there are efforts to improve infrastructure as the fleet size of fixed wing business jets has been on a steady growth trajectory increasing from 623 units in 2012 to 724 in 2013, helicopters from 1,654 to 1,893 and turboprops grew by 11 per cent. Brazil has shown much higher growth rates than the rest of the world. “Once more in 2013 the market grew by five to six per cent as it has for the last decade,” said Eduardo Marson, President of Brazilian business aviation industry group and LABACE organiser ABAG. “The general aviation generates 23,000 direct jobs and recorded the highest growth than gross domestic product (GDP) of Brazil, but we still have many challenges.” One of the challenges, not just in Brazil but in Latin American countries, is infrastructure. Ricardo Nogueira, Director General of ABAG, said that the investments in airports were not encouraging. “We’ve seen little effort to handle more aircraft, only to handle more passengers. There’s been a focus on terminals and not on airports. There has been nothing relevant to improve capacity for air traffic, only localised, uncoordinated and temporary actions.” While infrastructure creation remains an issue in most part of the developing world, what is good news is that the airframe
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Embraer Leads On the opening day of the show, the Brazilian aircraft giant, Embraer announced receiving type certification from Brazil for the Legacy 500 business jet and how it has performed during the flight tests. The President and Chief Executive Officer of Embraer Executive Jets, Marco Tulio Pellegrini, explained the performance during the tests and said it would make a huge difference to operators. The Legacy 500 was first showcased at EBACE Geneva in 2008 and Embraer has revealed that the twinjet would have characteristics typical of larger, super-mid-sized jets to the midsize class with long range and a larger baggage compartment. The aircraft will deliver the take-off distance typical of midsize jets with a range profile approaching the super-midsize class. The certificated Legacy 500 can takeoff in 1,250 metres (4,080 ft), compared with the originally promised 4,600 ft. “The closest competitor is 4,800 ft. So you’re going to be doing some missions that the other competitors – they cannot do it or they do it with some limitations,” Pellegrini mentioned. “We are thrilled with the achievement of the Legacy 500 certification, a revolutionary jet that delivers true innovation to our customers,” said Frederico Fleury Curado, Embraer President and CEO. “I want to congratulate our teams for their passion and their dedication to bring to market this extraordinary aircraft.” The flight test programme comprised four prototype aircraft, which have carried out extensive function and reliability testing. The Legacy 500 test fleet completed over 1,800 flight hours. Over 20,000 hours of tests were conducted in laboratories with rigs for aircraft avionics, electrical, hydraulic and environmental systems. Production of the Legacy 500 has already begun and the first delivery is scheduled for September. Up to six aircraft will be produced in 2014 and production of the Legacy 500 will increase throughout 2015. “This aircraft is a game changer! With greater range and better field performance than originally planned, the Legacy 500 sets a new standard for the midsize class,” Pellegrini added. ProAdvantage on Beechcraft King Air Turboprops Textron Aviation, a Textron Inc company, continues to identify best practices between Beechcraft Corporation and Cessna Aircraft Company since the integration of both companies began in March. As a result of that initiative, Beechcraft Corporation announced at LABACE that it will begin offering ProAdvantage product support programmes to the global Beechcraft King Air turboprop fleet. “Latin America is one of the largest worldwide markets for the King Air turboprops and we wanted to make this announcement here at LABACE knowing the interest in the region would be strong,” said Brad Thress, Senior Vice President, Customer Service. “The Cessna support programmes under the ProAdvantage umbrella have become the standard in our industry and extending those services to our Beechcraft products is another example of the customer benefits that flow from the combined strength under Textron Aviation.” ProAdvantage is a legacy support solution, previously exclusively available for Cessna Citation customers, comprised of a number of programmes providing life-cycle maintenance and spares support for aircraft airframes and avionics, engines and, when applicable, auxiliary power units. More than 7,200 Beechcraft King Air turboprops have been delivered to customers around the world, with more than 1,100 currently operating in Latin America, making it one of the most popular business aviation aircraft.
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show report LABACE 2014
(Left) GULFSTREAM fleet in Latin America has grown by nearly 70 per cent since 2009 (Right) Bombardier Debut the Challenger 350 Jet at LABACE 2014
Photographs: Gulfstream, Bombardier
Gulfstream Highly Popular in Latin America Gulfstream Aerospace Corp opened LABACE by announcing that its fleet in Latin America has grown by nearly 70 per cent since 2009. The company had its in-production fleet — the Gulfstream G650, G550, G450, G280 and G150 — at São Paulo. “I am very proud to say that one of every four business jets based in Latin America is a Gulfstream,” said Larry Flynn, President, Gulfstream. “That figure translates to nearly 180 aircraft. Five years ago, we had 105 aircraft here. Such remarkable growth, in a relatively short amount of time, is a testament to our aircraft’s value in Latin America as a tool for conducting business. That is very gratifying for us as a company.” The country with the largest Gulfstream fleet in Latin America is Mexico, with nearly 80 aircraft based there. Also, there are more than 30 company aircraft that operate out of Venezuela. Gulfstream’s popularity in Latin America is particularly evident in the country with the region’s largest size, population and economy — Brazil. Since 2009, the Gulfstream in-country fleet has nearly tripled, going from 14 to 40 aircraft. Nearly half of the large-cabin business jets based in Latin America are manufactured by Gulfstream, including 30 per cent of the large-cabin jets in Brazil. The demand for Gulfstream aircraft in Latin America was the catalyst for establishing a company-owned maintenance facility in Sorocaba, Brazil, near São Paulo, in June 2012. Dassault Falcon’s Strong Growth in Brazil Continues Brazil continues to be a strong market for Dassault, with another five Falcons delivered to customers in the country during 2013. Dassault is the market leader in the Brazilian large cabin business jet segment with about 60 per cent market share. “Brazil has been at the centre of the world stage over the past couple of years. It’s a dynamic country with a very healthy and diversified economy,” said John Rosanvallon, President and CEO of Dassault Falcon Jet. “Our commitment to Brazil has steadily progressed since we sold our first new airplane there over 30 years ago.” Unveiled in May 2011, the Falcon 2000S was showcased at LABACE. Equipped with a full slate of standard features, including upgraded EASy II avionics, FalconCabin HD+ entertainment system and a brand new fixed-configuration cabin designed by BMW Group DesignworksUSA, the Falcon 2000S brings large cabin comfort to the super-mid-size segment.
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Dassault displayed state-of-the-art Falcon 7X that has a range of 5,950 nautical miles and a cabin mock-up of Falcon 5X. “Brazilians appreciate the superior technology and design of the Falcon jets. We have a Falcon to fit any mission that Brazilian customers demand,” commented Rosanvallon. Russian Helicopters Serve Niche Sector Russian Helicopters presented the Mi-171A1, Ka-32A11BC and Mi-171A2 helicopters. The legendary Mi-8/17 type helicopters hold a strong position in the market of corporate and VIP transportation. The Mi-171A1 helicopter, one of Mi-8/17 series helicopter modifications, obtained a type certificate permit in Brazil Aviation register in 2005. The fleet of Brazilian company Atlas Táxi Aéreo includes Mi-171A1 utility helicopters. They serve a growing Brazilian oil and gas sector. The Mi-171A1 helicopter has won the tender of Brazilian national oil company Petrobras and is used as a transport helicopter for cargo transportation in hard-to-reach areas of the Amazon rainforest. The Mi-171A1 served as a platform for the development of a new advanced Mi-171A2 helicopter. Bombardier’s Class-Defining Aircraft Bombardier Business Aircraft presented four of its class-defining business aircraft—Bombardier’s Learjet 75,Challenger 350, Challenger 605 and Global 6000 aircraft. The Challenger 350 jet that entered service in June 2014 made its debut in Brazil. The Learjet 75 aircraft is continuing its worldwide demonstration tour with a visit to the Caribbean prior to arriving at LABACE. The aircraft will also be on display in Chile. It is expected that the aircraft will generate a high level of interest with Bombardier’s customer base in the region. The Challenger 350 will also go on a regional debut tour, with stops planned in Guatemala and throughout Brazil after LABACE. “There is tremendous energy and growth in Latin America, and each year, LABACE is an excellent venue for Bombardier to demonstrate the strength of its product portfolio,” said Stéphane Leroy, Regional Vice President, Sales, Latin America. “We’ve invested considerably in our products in the past few years and we’re proud to show the results with the new Learjet 75 and Challenger 350 aircraft. Our fleet in the region is strong and growing, and we remain committed to the needs of our customers in Latin America by delivering innovative business jets and growing our customer service network.” SP
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hall of fame There were two claimants to the title of the first woman in the United Sates to fly solo of whom Bessica Raiche was declared the winner. And there’s no denying that Bessica was the first anywhere in the world to solo in an aircraft she herself built. A person of many distinctions, she was a dentist, physician, musician, painter and linguist. She was also well ahead of her time, being skilled in manifestly ‘unfeminine’ pursuits like driving a car, swimming and shooting. Although it was an age when women first began to be recognised as individuals in their own right, it was still believed that flying was socially inappropriate for females – on par with smoking, drinking, dancing and whatever else was deemed immoral. Little is known about the early life of Bessica Medlar Raiche except that she was born in Wisconsin. Even her date of birth cannot be fixed more precisely than April 1875. She was sent to Paris to study music and she happened to witness the Wright Brothers demonstrating their flying machine to rapturous crowds. It was also the time when Raymonde de la Roche was in the news for her aviation feats. Bessica Raiche was greatly impressed by Raymonde and decided that she too would take to the air as soon as possible. After returning to the US, she met and married François Raiche, a Frenchman. The newly-weds painstakingly built the various parts of a biplane they designed, that vaguely resembled a Wright Flyer. Their design space was their living room and their workshop was their backyard. Since they couldn’t get a powerful enough engine they used bamboo and silk, rather than the heavier canvas favoured by the Wright Brothers, so as to keep the weight of the biplane as low as possible. For the same reason, they decided that Bessica rather than François would pilot the machine because she was lighter of the two. On September 16, 1910, at Hempstead Plains, New York, Bessica Raiche made her first solo flight. She had no first-hand experience of aviation and her only lesson was by a mechanic who pointed to the control wheel and said, “Pull it this way to go up and push that way to go down.” She took off and
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skimmed over the airfield a few feet off the ground. The fifth flight of the day ended in a mishap that definitely qualified as the first aircraft crash by a woman. This is how The Knoxville Sentinel dated the same evening reported it: “Mrs Raiche came out on the field this morning for an initial trial, which with beginners, consists of what is known as ‘grass cutting’ or skim-
Bessica Raiche (1875–1932) The Aeronautical Society of America declared Bessica’s flight as the first solo flight by a woman in the United States for which she was awarded a diamond-studded gold medal inscribed ‘First Woman Aviator in America’.
ming the field. She had gone perhaps a mile when suddenly she ran into a depression and came to grief. The nose of the machine was jammed into the ground. Mrs Raiche was thrown out, the machine falling on top of her. She scrambled out from under the wreck and ran, limping somewhat, to shut off her motor, which was still running
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at full speed. The machine was damaged.” Another newspaper added: “She calmly said she was not injured to those who ran to her aid and then she directed the men to drag the wrecked plane back to the shed.” Was Bessica’s flight truly the first by a US woman? Blanche Stuart Scott had already got airborne two weeks earlier on September 2, 1910. However, Blanche had been taxiing and was briefly and inadvertently lifted into the air by a gust of wind. In contrast, Bessica got airborne on a planned flight; besides her feat had enough eyewitnesses and was well documented. Bessica, not wanting any rivalry to develop between herself and Blanche Scott, graciously said: “Blanche deserved the recognition, but I got more attention because of my lifestyle.” In the event, the dispute was settled by the Aeronautical Society of America which declared Bessica’s flight as the first solo flight by a woman in the United States. Bessica was awarded a diamond-studded gold medal inscribed ‘First Woman Aviator in America’ at a dinner the Society held in her honour. Later, François and Bessie Raiche formed the French-American Aeroplane Company and produced several more aircraft. One of them was Bessica’s design and she flew it herself. But once, when she became seriously ill, the doctor declared that the air in the clouds was bad for her lungs. She took his advice and retired from aviation. She decided to enter medical school where she again made a mark. After she received a degree in medicine, she became a practising physician, one of the first woman specialists in obstetrics and gynaecology in America. On April 11, 1932, Bessica Raiche died in her sleep of a heart attack. At the time of her death, women comprised just three per cent of the world’s licensed pilots. Bessica herself never got her licence. That feat was reserved for Harriet Quimby who became the first US woman to obtain a licence on August 1, 1911, and only the second in the world after France’s Raymonde de la Roche who received her licence on March 8, 1910. SP — Joseph Noronha
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focus india / SP’S SPECIAL CORRESPONDENT Crucial to IAF plans, all eyes on LCA Tejas Mk.2 The Aeronautical Development Agency (ADA) has been told in no uncertain terms that the future of IAF squadron numbers depends largely on how the Mk.2 avoids the pitfalls of its predecessor. The question, therefore, is: Will the LCA Mk.2 fulfil all IAF requirements and emerge, on time and cost, as the frontline interceptor the IAF is hoping it will be to shore up squadron numbers and operate across the country. ADA has so far completed a preliminary design review of the GE414-INS6 turbofan engine. Systems designs of fuel system, hydraulic system, electrical system, environment control systems were completed in the 2012-13 period and Limited System Design reviews had been carried out at the time, but not moved forward in a substantive manner. Coming to the LCA Navy Mk.2, things are slightly more complicated. The second and third prototypes NP3 & NP4 will be Mk.2 variants of the LCA Navy, while NP5, a second trainer is under build as a risk mitigation exercise. As is well known, the main contributors to improvement in LCA Navy Mk.2 are higher thrust engine (the F414), increased wing span, lighter landing gear and structure, and improved systems layout towards better safety and maintainability. A design consultancy with Airbus Defence & Space (Earlier EADS/Cassidian) has been initialised following its assistance in the LCA Navy Mk.1. In the inerm, computational fluid dynamics (CFD) studies on several configurations of LCA Navy Mk.2 have been carried out. Performance estimation with new GE-414INS6 engine has also been carried out. The next phase will involve wind tunnel testing. Design iterations of LCA Navy Mk.2 surface geometry has also been undertaken based on suggestions made by design consultant Airbus D&S and have been evaluated with CFD studies. IAF to get 1st EMB145I AEW&C jet this year? With DRDO Chief Dr. Avinash Chander publicly stating that the first EMB145I airborne early warning and control (AEW&C) platform will be handed over to the Indian Air Force this year for acceptance tests, flight and systems/sensors tests will gather momentum to ensure there are no slippages ahead of operational service from next year. The DRDO has recently tendered for 253 items of ground support equipment for the user trials, final acceptance and handover process. In a parallel thrust, the DRDO
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prototype. While HAL is moving ahead with the rotor development, the design team has felt it felt necessary to review the rotor system design (critical design review) by an independent agency in order to preclude issues which could come up during the rig tests and flight tests. The design review of the rotor system design needs to primarily cover the safety of design, flying quality characteristics, vibration issues, manufacturing, maintenance, time before overhaul and lifing.
and Brazil’s Embraer have entered discussions on the possibility of arriving at a derivative of the EMB145I for export to mutually agreed friendly countries based on a prospective business plan that can be hammered out between both sides on the lines of the arrangement Embraer had earlier with another radar house. What makes things easier is that the structural AESA with dummy electronics is certified for airworthiness by the Brazilian certification agency, ANAC, equivalent of FAA in the US. The last of the three EMB145I modified platforms will arrive from Brazil later this year and join the flight test programme. Light Helicopter acquisition scrapped, to be re-tendered For the second time, the Indian Government has decided to scrap the 197 reconnaissance and surveillance helicopter (RSH) programme, announcing that a new tender will be issued under fresh guidelines, keeping the competition largely Indian under the ‘Buy & Make’ route. In effect, this will involve an Indian company or consortium entering into a joint venture with a foreign aircraft major to first buy and then manufacture the helicopters in India with a certain degree of Indian systems on board. HAL to accelerate LUH programme The scrapping of the 197 reconnaissance and surveillance helicopter (RSH) programme has placed fresh onus on HAL’s light utility helicopter (LUH) project that targets a first flight by next year. HAL’s LUH is in a tense race against time to service a requirement of 187 helicopters. With the scrapping of the RSH programme, HAL has the opportunity to make up for lost time and ensure no further slippages in acquiring systems and getting the chopper off the ground on time next year. MoD stipulations on the project were that for every waypoint that HAL missed on its development flightpath, the parallel RSH procurement programme would gain with corresponding follow-on orders, thereby chipping away at HAL’s total order numbers. Top sources at HAL tell SP’s that the company’s helicopter division has decided to push full throttle on the LUH programme now, sniffing the opportunity of some valuable breathing space. HAL for design review of proposed LUH rotor HAL has decided to go in for a critical design review of the rotor system it has developed for the light utility helicopter
Grounded Dhruv fleet expected to fly soon The ALH Dhruv platform, grounded across the four armed services since July 25 when an IAF Dhruv crashed killing seven personnel on board, is likely to be cleared for flight soon. Individual inspections of each platform has taken place over the last three weeks, with concerns raised over certain safety-critical components, including the tail rotor, spider assembly, transmission system etc. HAL sources said investigations were still underway and that it would be premature to conjecture on whether there were any design or construction issues, though IAF sources suggest there could be quality scare. On all counts, otherwise, the ALH platform has proven to be robust and reliable, even at the highest altitudes of helicopter operation in the country. A comprehensive safety report on the Dhruv will be submitted by the three services to the MoD by November this year. Big boost for BrahMos-M With the BrahMos Block II missile proving itself well during trials in multiple engagement modes, the focus has shifted to the next variants, with the incoming BrahMos CEO S.K. Mishra signalling that one of his priorities will be the BrahMosM (now, officially the BrahMos-Mini), a compact, but fully capable version of the original cruise missile. Planned for operational induction by 2017, the BrahMos-M could find applications across dimensions, including air launch. It is anticipated that a tripartite agreement between NPO Mashinostroyenia, BrahMos Aerospace and DRDO will be finalised, if not signed, when Russian President Vladimir Putin arrives on an official visit to Delhi in December this year. BrahMos Corp. will also conduct the first ‘demonstration launches’ of the BrahMos-A from a Su-30MKI early next year, followed by further tests of the underwater launched BrahMos, being
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focus india / SP’S SPECIAL CORRESPONDENT developed for the P-75I submarine line. The focus also shifts qualitatively now to the hypersonic BrahMos-II. Mishra’s other big priority will be to move BrahMos into the export regime, so far throttled by foreign policy concerns. HAL reaches out to Indian electronics industry With several development projects on its hands, as opposed to a skewed order book of licence-produced aircraft, the Hindustan Aeronautics Limited (HAL) is making a concerted effort to ramp up cooperation with India’s electronics industry, both large firms as well as (and especially) small and medium enterprises (SMEs) to build a more viable production and supply base for its currently and future projects. In HAL’s words, it is a proactive approach for a stronger aeronautics ecosystem. With life cycle costing set to be paradigmatic in all future procurements and assessments, HAL has deduced that avionics will be crucial to life cycle costs of aircraft systems it develops (These would include communications, flight controls, electrical systems, sensors, utilities management etc and mission roles like navigation and guidance, surveillance, stores/weapons delivery, command & control). HTT-40 wind tunnel tests by year end HAL has revealed that it plans to undertake comprehensive wind tunnel tests to study spin and recovery characteristics for compliance to FAR-23 (aerobatic category) standards on its HTT-40 basic trainer aircraft by the end of this year or early 2015. HAL has announced its requirement for a test agency to design and manufacture the required scale model(s) to achieve all test objectives, which include rotary and static tests towards development of mathematical model for analysing the spin and recovery characteristics of HTT-40. HAL has revealed that the HTT-40 weighs about 3,000 kg. The winning vendor will also be required to provide a simulation (mathematical) model of the HTT-40 aircraft to aid HAL in understanding predicted aircraft spin response and recovery controls based on wind tunnel/ other data. HAL scouts integrated avionics tester for HTT-40 New details have emerged throwing light on what the cockpit environment of the in-development HTT-40 basic trainer aircraft (BTA) will be like. HAL is pushing ahead with its HTT-40 propeller trainer effort, and has now declared a
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requirement for an Integrated Avionics Tester (IAT), a ground-based test facility, designed and developed to carry out testing and integration of the avionics system functionalities of the HTT-40 platform. HAL needs the rig to verify and validate the performance in an integrated environment. According to details published by HAL, the HTT-40 avionics architecture consists of central 6”x 8” SMFD, 5” x 7” MFD, conventional GPS & communication controllers and standby instrument system in each cockpit for display. The SMFD is a smart display with integral on-board processor. The SMFD shall have direct interface with aircraft sensors such as engine, fuel, hydraulics, brake and electrical systems. The SMFDs perform the data processing, health monitoring, warning & logic function. The SMFDs perform the video generation for its own display as well as the MFDs in both the cockpits. The SMFDs in front and rear cockpits shall have data synchronisation via Ethernet port. HAL reveals new turboshaft engine effort, scouts single crystal tech The Hindustan Aeronautics Limited has revealed that it is developing a new 1,000 to 1,200 kW turboshaft engine for helicopter applications and plans to use single crystal (SX) blades in the high pressure turbine rotor section of the engine. HAL has not specified which helicopters the new engine is intended for. Single crystal technology has been one of the chief technologies HAL and the DRDO have been scouting for years in their engine efforts, so far unsuccessfully given its cutting-edge nature, and unwillingness by foreign vendors to share. HAL is therefore interested in obtaining the services of vendors for the design, development of necessary tooling and to establish the processes for SX blade and supply the blades to HAL. In the second phase, HAL stipulates that the technology of developed SX processes and tooling have to be transferred and established at HAL’s Foundry & Forge Division. Saras ready to take off again India’s first indigenous civilian aircraft, the 14-seater push-prop Saras could get back into the air any day now. After a five-year grounding following a devastating March 2009 crash that killed its there-man IAF test crew, the National Aerospace Laboratory (NAL), in coordination with the IAF’s Aircraft & Systems Testing Establishment (ASTE) are undersood to be confident of a first flight before Diwali this year. As reported ear-
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lier by SP’s, the ASTE had begun ground trials of the modified PT1N platform around December last year, and has undergone a rigorous routine of ground handling, turning and taxi trials, including static systems trials. BrahMos-A wind tunnel test completed, many firsts The Bengaluru-based National Aerospace Laboratory (NAL) has carried out crucial drop tests of the air-launched BrahMos-A from a Su-30MKI fighter model in a 1.5 m low speed wind tunnel to “estimate the actual trajectory of the missile at different conditions of the aircraft in a record time”. NAL says it has also successfully conducted the captive and isolated strain gauge tests to generate highly accurate data needed for the BrahMos-A in trisonic wind tunnels. According to NAL, dynamic store separation trials in a wind tunnel have been successfully conducted for the first time in the country. Ground trials of the Su-30MKI modified for the BrahMos mission will commence shortly at Nashik. If executed successfully, the BrahMos will be test-fired from a Su-30MKI in the firing ranges of the Thar Desert by early next year. NAL is also standing by to provide wind tunnel proof services on the BrahMos-Mini and BrahMos-II, which has already begun. 5th generation AMCA on backburner The Aeronautical Development Agency’s concept Advanced Medium Combat Aircraft (AMCA), a stealth fifth-generation concept, could be placed on the backburner with the Indian Air Force, HAL and DRDO deciding to bring to bear the full might of their resources on the LCA Mk.2, the variant of the indigenous aircraft that will see combat service, unlike the 40 Mk.1s. It has become increasingly clear that two squadrons of LCA Mk.1s will be employed as advanced/lead-in jet trainers, a psychological blow to the programme, but a practical one according to the IAF, which only sees operational sense in looking more closely at the Mk.2, powered by an F414 engine. The IAF has also sent out a strong message to HAL to focus strongly on the FGFA, rather than get roped into fabrication work on the AMCA programme. Sukhoi has begun front-end engineering work on a prototype of the PAK FA that will finally derive down to the configuration that the Indian version, the prospective multi-role fighter (PMF) will be. • For complete versions log on to: www.sps-aviation.com & www.spsmai.com
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News Digest Military Asia-Pacific Indian Government not to blacklist Rolls-Royce
The Indian Government has decided to go ahead in its dealings with Rolls-Royce, ruling out blacklisting of the company which was alleged to have bribed to secure Indian contracts due to “operational exigency and national security”, as there is no other alternative available. It is learnt that the legal advice was obtained while taking the decision with the proviso that the defence forces will have to certify the operational requirements of the engines and the maintenance contracts at senior level. This decision will bring a big relief as Rolls-Royce engines are used in several aircraft in service in India like the Jaguar, Sea Harrier jump-jets, Avros, Embraer Legacy jets, C-130J Super Hercules and Hawk AJT.
Deputy Chief of Air Staff Flies Tejas
Tejas light combat aircraft (trainer version) was flown in Bengaluru on September 3 by Deputy Chief of Air Staff, Air Marshal S.B.P. Sinha. After the flight, he said that the aircraft handles well both on the ground and in the air. He was on a two-day visit to Aeronautical Development Agency (ADA) and the Hindustan Aeronautics Limited (HAL) during which he reviewed various aspects of the Tejas programme. This was the first flight by a senior officer of the rank of Air Marshal from Air HQ which was very encouraging for all the stakeholders of the programme.
Finmeccanica to do conditional business in India
The Ministry of Defence has decided against barring Finmeccanica and AgustaWestland from doing business with India. However this is conditional. Brief details as cleared by the Attorney General are: • All ongoing contracts included related to spares, contracts with Russian manufacturers where Finmeccanica group is involved, will continue. • Finmeccanica will be allowed to participate in all tenders but if there are
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other vendors, then the group will not be considered regardless of the competitiveness of the offer. However, where the group is the single vendor, the Government is empowered to go ahead with the deal. It may be the first baby step in not blacklisting companies in haste without adequate evidence and considering the compulsions of national security.
QuickRoundUp
Indo-Russian Air Force Exercise Avia Indra 2014
The IAF and Russian Federation Air Force (RFAF) have commenced joint air exercises named Avia Indra with the first one being held from August 25 to September 5 at Astrakhan near the Caspian Sea in Russia. The aim of Avia Indra is to boost military relations and joint operations. The exercise involved participation of fighter pilots, helicopter pilots, missile combat crew, as well as engineers from the IAF and their counterparts from the RFAF.
Kandhahar’s Liberty Operations end
After four years of intelligence, surveillance and reconnaissance missions (ISR), the 361st Expeditionary Reconnaissance Squadron has completed their MC-12W Liberty operations in southern Afghanistan. The squadron was activated in Southern Afghanistan in May 2010 and contributed to Operation Enduring Freedom by providing real-time ISR throughout Southern Afghanistan. Missions included convoy over-watch, geographic location of high-value targets and services for various forward operating bases and ground units in the area.
IAF can’t afford delay in Rafale deal –states Air Chief Marshal Arup Raha
In an interview, Air Chief Marshal Arup Raha said that it is critical to keep the $25 billion French Rafale fighter deal on schedule as the IAF cannot afford any more delays. He added, “It will not be appropriate to make any changes in the process. The current government has set the pace of work and things are moving fast enough on the fighter deal.” The IAF Chief refused to set a deadline for signing the Rafale deal but said, “it’s going to happen soon”. If India were to sign the Rafale deal today, the IAF will induct the last of the 126 fighters only by 2025. The acquisition is crucial as China is modernising its air force rapidly.
Americas F-16V completes major upgrade
Airbus
Aegean Airlines, Greece’s largest airline, has signed a firm contract with Airbus for two additional A320ceo aircraft, adding to the order for five A320 aircraft placed in September 2007. The Airbus A400M new generation airlifter has performed air-to-air refuelling tests with F/A-18 Hornet fighter successfully. The tanker test campaign was developed in five flights in which the A400M performed 33 dry contacts and dispensed 18.6 tonnes of fuel to an F/A-18 in 35 wet contacts.
Bell-Boeing
Bell-Boeing Joint Project Office has been awarded $2,13,95,545 for cost-plus-fixed-fee delivery order against a previously issued Basic Ordering Agreement for non-recurring engineering in support of the MV-22 Integrated Aircraft Survivability Equipment Universal Urgent Needs Statement Effort. Work is expected to be completed in April 2016. This order provides for the replacement of the warning system and radar warning receiver system and upgrades the capabilities of the programmer and associated software.
Boeing
The Boeing Company, Arizona, was awarded a $23,47,00,000 undefinitised contract action to procure long lead items for the production and delivery of 24 AH-6I aircraft, initial spares package and ground support equipment. This contract involves foreign military sales to Saudi Arabia and estimated completion date is December 31, 2016. Boeing has supported more than 1,000 missions for the Strategic Airlift Capability programme’s fleet of three C-17 airlifters, achieving a mission capable rate of nearly 94 per cent during the five years it has provided maintenance, engineering and spares through a comprehensive performance-based logistics programme.
Cassidian
Cassidian SAS, Elancourt, France, has been awarded a maximum $9,80,00,000 indefinite-delivery/indefinite-quantity contract, with firm-fixed-price, cost-plus-fixed-fee and costreimbursement contract line item numbers for support and sustainment of the Eagle Vision Data Acquisition Segment. Work is expected to be completed by August 21, 2019.
GE Aviation
The latest configuration of the F-16 Fighting Falcon, the F-16V, has reached
The first GEnx-1B-powered Boeing 787-9 Dreamliner, which was recently certified by the US Federal Aviation Administration, has been delivered to United Airlines. This
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News Digest QuickRoundUp
event marks two firsts: the first delivery of a GEnx-powered Boeing 787-9 aircraft and the first Boeing 787-9 aircraft delivered to a North American airline.
IAE
IAE International Aero Engines AG has achieved Federal Aviation Administration certification of the V2500-E5 engine for Embraer’s KC-390 aircraft. The KC-390’s launch customer is the Brazilian Air Force.
Indian Air Force
A student interaction drive commenced on September 1, 2014 which was flagged off at Chennai by Air Officer-inCharge Personnel Air Marshal S Sukumar. The drive is one amongst many activities undertaken by the IAF to connect with the youth and create an awareness about induction into the officer cadre.
Israel Aerospace Industries
Israel Aerospace Industries has recently performed successful test-flights on a Boeing B-767-300ER aircraft, equipped with an advanced fly-by-wire (FBW) boom system. The new added FBW boom capability enhances the company’s extensive experience in converting tens of aircraft (B767, B707, C130, and IL-78) to tankers or multi-mission tanker/transport platforms for more than 12 customers worldwide, including the Israel Air Force.
Japan Airlines
Japan Airlines Company Ltd (JAL) and Mitsubishi Aircraft Corporation have signed a letter of intent to order 32 Mitsubishi Regional Jet (MRJ) aircraft, as the next-generation regional jet for the JAL Group. JAL plans to deploy the MRJ on domestic routes from 2021, operated by J-AIR, the group’s 100 per cent owned regional airline subsidiary.
Lockheed Martin
Lockheed Martin Aeronautics Company has been awarded a $1,99,94,879 modification to the previously awarded F-35 Lightning II Low Rate Initial Production Lot VI contract. Work is expected to be completed in December 2015. Lockheed Martin Aeronautics Company has been awarded a $12,22,17,252 modification to a previously awarded F-35 Lightning II Low Rate Initial Production Lot VI cost-plus incentive fee contract for the procurement of support equipment for the F-35 aircraft such as sensor covers, tool sets, vacuum clamp sets and heat gun assemblies. Work is expected to be completed in November 2016. Lockheed Martin Aeronautics Company, Texas, has been awarded a $1,27,89,893 modification to the previously awarded F-35 Lightning II Low Rate Initial Production (LRIP) Lot VI contract. This modification provides for the procurement of F-35 Deployable Spares Package spares for the US Air Force. Work is expected to be completed in May 2017.
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a major capability milestone with the integration of a new active electronically scanned array (AESA) radar. The completion of AESA radar Critical Design Review ensures Northrop Grumman’s scalable agile beam radar design meets all specified US Air Force and Lockheed Martin requirements. Lockheed Martin will continue with follow-on activities such as development integration and ground and flight test for Taiwan’s fleet of 144 Block 20 F-16A/B fighter jets. More than 4,550 F-16 aircraft have been delivered to date, and production is expected to continue through 2017, with major upgrades being incorporated for all F-16 versions.
The MD 530G demonstrates its firepower
MD Helicopters Inc (MDHI) has announced the successful completion of Live Fire Qualification Exercises at Yuma Proving Grounds, Arizona, for its new MD 530G Scout Attack Helicopter. The MD 530G was configured with the Moog Stores Management System (SMS), the Mace Aviation Extended Range Weapons Wing, FN Herstal Machine Gun Pods and Rocket Machine Pods, Dillon Aero M134D-H Mini-Gun, the L-3 Wescam MX-10D, and M260 rocket pod. The MD 530G Program debuted at HeliExpo in February 2014. Following the successful live fire exercises at Yuma, the 530G is on schedule to complete Certificate of Conformance by September 2014, with initial rate production beginning in the fourth quarter 2014.
Northrop Grumman’s CIRCM System completes tests
Northrop Grumman Corporation’s Common Infrared Countermeasures (CIRCM) system has recently completed another round of US Army testing by demonstrating its capabilities on a UH-60M Black Hawk helicopter. CIRCM system was subjected to rigorous conditions over a sixweek period, after which the company said it successfully completed the entire government-designed test plan. The system demonstrated its effectiveness under intense aircraft environments that included turns, banks, gunfire, flares, clutter, multiple shots, rotor blades and engine exhaust. It also demonstrated its performance capabilities against captive missile seekers. The Northrop Grumman CIRCM system is a lightweight and highly reliable laser-based countermeasure system which can be integrated with rotary wing, tilt-rotor and small fixedwing aircraft.
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Show Calendar 25–26 September CENTRAL ASIAN BUSINESS AVIATION Rixos Hotel, Almaty, Kazakhstan www.aeropodium.com/caba.html 26–27 September SOUTHEAST AVIATION EXPO Greenville Downtown Airport, Greenville, South Carolina, USA www.scaaonline.com/southeastaviation-expo 14–16 October HELITECH INTERNATIONAL 2014 Amsterdam RAI, Netherlands www.helitechevents.com 21–23 October NBAA 2014 – BUSINESS AVIATION CONVENTION & EXHIBITION Orange County Convention Center, Orlando, Florida, USA www.nbaa.org/events/bace/2014 11–16 November AIRSHOW CHINA 2014 Zuhai, Guangdong, China www.airshow.com.cn/en 8–10 December MIDDLE EAST BUSINESS AVIATION Dubai World Central, Dubai, UAE www.meba.aero
E-2D Aerial Refuelling Preliminary Design Review
The Northrop Grumman and US Navy team have successfully conducted the preliminary design review (PDR) for its E-2D Advanced Hawkeye Aerial Refuelling system. Completion of this critical milestone allows the programme to proceed to its critical design review, moving closer to manufacturing the system and installing it on new production E-2Ds as well as retrofitting it onto E-2Ds that are currently operating in the Navy fleet. Under a $226.7 million engineering, manufacturing and development contract awarded in 2013, Northrop Grumman is designing several system upgrades necessary to accommodate an aerial refuelling capability. The Navy’s E-2D programme of record is for 75 aircraft.
Europe Another first for Airbus Zephyr-7
Airbus Defence and Space has announced that the Zephyr-7 High Altitude Pseudo-Satellite (HAPS) has just complet-
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News Digest appointments
MINISTRY OF CIVIL AVIATION
V. Somasundaran has been appointed as Secretary, Ministry of Civil Aviation, from September 3, 2014. Sudhir Raheja has been appointed as the Chairman (Additional Charge) of the Airports Authority of India from August 25, 2014.
BRAHMOS AEROSPACE
Chew Eng Loke as Chief Financial Officer.
LOCKHEED MARTIN
Lockheed Martin has appointed Brian Colan as Vice President, Controller and Chief Accounting Officer, effective August 18, 2014.
NORTHROP GRUMMAN
Sudhir Kumar Mishra, OS, CC R&D, joined BrahMos Aerospace as Chief Executive Officer & Managing Director on August 1, 2014.
Northrop Grumman Corporation has appointed Nick Hopkinson as Director of Cyber Strategy in the UK.
ELBIT SYSTEMS, AUSTRALIA
Elbit Systems of Australia (ELSA), a wholly-owned subsidiary of Elbit Systems Ltd, has appointed Dan Webster as Managing Director with effect from August 1, 2014.
AIRASIA X BERHAD
AirAsia X Berhad, the leading longhaul low-cost carrier, has appointed
ed its most demanding mission to date and thus set a new benchmark in persistent, year-round operations for this class of unmanned aerial systems (UAS). The test consisted of over 11 days of non-stop flight in winter weather conditions with a new primary payload, including flight controlled through satellite communications – three more benchmarks reached by Zephyr-7. Apart from flying a new primary payload, satellite communications had been used to control and monitor the aircraft for the first time. The feedback from this mission will now be used to refine the final design of Zephyr-8, the next-generation HAPS vehicle currently being developed by Airbus.
Civil Aviation Europe Joint Research of Fuel Cells for Commercial Airliners
Airbus and South Africa’s National Aerospace Centre have agreed to jointly fund research by Hydrogen South Africa (HySA) into the application of fuel cells on airliners. The initial three-year project will be undertaken by HySA Systems Competence Centre at its University of the Western Cape research facility. With
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QuickRoundUp
Northrop Grumman
BOMBARDIER
Bombardier Inc announced the appointment of Jean Séguin as President, Bombardier Aerostructures & Engineering Services.
Northrop Grumman’s MQ-4C Triton, the naval version built on the elements of Global Hawk, completed a test flight on August 19 with updated software that enables additional beyond-line-of-sight communication capabilities. This test marked the first time Pax River’s Navy System Integration Lab took control of the flight and landed the aircraft. It was also the first time the aircraft used a wide band satellite communications command and control link, which allows for rapid transmission of data.
BOEING
Raytheon
Raytheon Company and the US Air Force have successfully flight tested an upgraded High-Speed Anti-Radiation Missile (HARM). The HARM Control Section Modification is more precise and accurate, which reduces potential collateral damage.
Boeing has announced the appointment of Sir Michael Arthur as President of Boeing UK and Ireland with effect from October 2014.
demand for air transport doubling every 15 years, the global airline industry will require nearly 30,000 new aircraft (over 100 seats) by 2032. Simultaneously, the dual factors of high jet fuel costs and industry commitments to halve 2005 CO2 emissions levels by 2050 are driving the search for alternative solutions to fossil-fuel based propulsion and energy sources.
Rockwell Collins
Rockwell Collins has completed on-time delivery of its Pro Line Fusion flight test software to Embraer for its KC-390 aircraft. The red label software is now under configuration control and enables Embraer to complete the aircraft systems integration.
Russian Helicopters
Space
Russian Helicopters has delivered the first consignment of four upgraded Mi-8AMTSh transport helicopters to Russia’s Defence Ministry. The helicopters were built at Ulan-Ude Aviation Plant, a Russian Helicopters company, as part of the state defence order.
Americas
SAAB
RFI for Robotic Satellite-Servicing Capabilities
An ability to safely and cooperatively interact with satellites in GEO would immediately revolutionise military and commercial space operations alike, lowering satellite construction and deployment costs and improving satellite lifespan, resilience and reliability. To expedite these potential benefits, DARPA is considering a flight demonstration to introduce DARPA-developed space robotics capabilities in GEO within the next five years. Accordingly, DARPA has issued a request for information seeking technical, security and business insights to support the agency’s pursuit of these goals. •
Fifteen representatives of the Swedish company Saab visited the headquarters of the Air Force Command in Brasilia (DF) during end of August to discuss the details of the proposed acquisition of 36 Gripen NGs. Sweden, the Czech Republic and Slovakia have signed a letter of intent regarding cooperation on Gripen which will lay the foundation for bilateral cooperation around a common surveillance of the airspace of Slovakia and the Czech Republic and also the first step can now be taken in the negotiations between Sweden and Slovakia regarding the introduction of the Gripen in Slovakia.
TAI
Turkish Aerospace Industries, Inc (TAI) has delivered the last four F-16 aircraft to Pakistan Air Force under Pakistan F-16 Modernisation Programme, at a ceremony held at TAI’s facilities in Ankara, Turkey, on September 2, 2014. The contract was for 41 F-16s signed in 2009.
ISSUE 9 • 2014
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Last word
Illustration: Anoop Kamath
Dealing with Misdemeanour The policy on dealing with offences committed in defence for the Indian armed forces as the Italian firm has been assoprocurement by the Ministry of Defence (MoD) remains unclear. ciated with military hardware currently on the inventory of This is hardly comforting for the stakeholders in view of the the Indian armed forces who would continue to depend on the fact that India is expected to spend around $100 billion over company for contracts related to product support in the future the next five years on the procurement of military hardware. or for fresh inductions. In the wake of investigations ordered by the Italian GovOn August 26, 2014, the media carried a report that the MoD had banned the Italian defence and aerospace major Finmec- ernment into allegations of wrongdoing in the `3,600-crore canica and its subsidiaries from participating in future military contract for 12 AW101 AgustaWestland helicopters meant for acquisition contracts by the Indian Government for its armed VVIP travel, the MoD initially placed the contract on hold. The forces. De facto this amounts to “blacklisting” of the company three-engine AW101 helicopter has been designed, developed even though this expression has been discreetly avoided. In and manufactured by AgustaWestland, the Anglo-Italian subany case, there does not appear to be adequate clarity, con- sidiary of Finmeccanica. The UPA Government in a somewhat viction, coherence, consistency or credibility in the announce- hasty move thereafter without even waiting on the final word ment attributed to the government as this ban has not been on the results of the investigations whether in Italy or in India, made applicable to the ongoing contracts for the supply of proceeded to cancel the contract that was halfway though. military hardware as also of spares or upgrade of equipment Three helicopters had already been delivered to the Indian Air held on the inventory of the armed forces. Besides, this is not Force (IAF) and substantial payment had already been made as in conformity with the advice given to the government by the advance. However, at that time, the UPA Government stopped Attorney General of India in the recent past that blacklisting short of blacklisting the company, a response that would norof defence firms would ultimately have a deleterious impact mally have been expected from the then Minister of Defence on the operational preparedness of the armed forces. Besides, A.K. Antony who had a strong inclination for such action, hava blanket ban on Finmeccanica from participating in defence ing already blacklisted a large number of firms in the preceding procurement contracts in the future is also not in line with the years of his tenure much to the detriment to national security. So long as the Indian aerospace industry both in the pubprofessed stand of the government on the issue of dealing with lic and private sectors as well as the Defence Research and misdemeanour in defence procurement. On August 23, 2014, Arun Jaitley, holding charge as the Development Organisation are unable to meet with bulk of the Minister of Defence, stated that his government would see how requirements of the Indian armed forces, the nation will have no option but to continue to lean wrongdoers could be punished heavily on the global defence and without blocking acquisitions and aerospace industry for the modthe flow of spares. He went on to ernisation of the armed forces and say: “It is a serious challenge. We capability building to address the have to find a balance between challenges to national security. It two conflicting public interests. is about time that the new govOne is that contracts are meant ernment takes a holistic view of to be abided with and not viothis highly complex issue that is lated, even by our suppliers. The so critical to the well-being of the other is the larger public interest nation. Corruption is not confined in respect of our national secuto defence procurement alone; it rity and defence preparedness. appears to have pervaded all segWe are trying to find an answer”. ments of the society prompting a In the context of this statement cynic to opine that “honesty has from the Minister, the decision been reduced to merely lack of attributed to the government to opportunity”. ban Finmeccanica from future Unless the government enuncontracts therefore, clearly miliciates a clear and effective policy tates against what the Minister on dealing with misdemeanour has proclaimed. When queried by in defence procurement, meanthe media, the spokesperson for ingful modernisation of armed the Ministry of Defence Sitanshu Blacklisting of defence firms would forces will continue to remain a Kar said: “Finmeccanica had not distant dream! SP been blacklisted.” In any case, ultimately have a deleterious impact excluding Finmeccanica from on the operational preparedness of the future contracts for any reason —By Air Marshal armed forces. could have serious implications B.K. Pandey (Retd)
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